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CHAPTER 1
Definitions
Introduction ........................................................................................................................................1-1
Terms.................................................................................................................................................1-1
CHAPTER 2
Operator’s Responsibilities
Introduction ........................................................................................................................................2-1
Employees Abroad.............................................................................................................................2-1
Operating Pilots .................................................................................................................................2-1
Operational Control ............................................................................................................................2-1
Emergency Situations ........................................................................................................................2-2
Search and Rescue Operations .........................................................................................................2-2
Accident Prevention Programmes......................................................................................................2-2
CHAPTER 3
Flight Operations
Operating facilities..............................................................................................................................3-1
Operational certification and supervision ...........................................................................................3-1
The air operator certificate (AOC) ......................................................................................................3-1
Operations manual.............................................................................................................................3-2
Operating instructions – general ........................................................................................................3-2
In-flight simulation of emergency situations .......................................................................................3-3
Checklists...........................................................................................................................................3-3
Minimum flight altitudes......................................................................................................................3-4
Aerodrome operating minima.............................................................................................................3-4
Threshold crossing height for precision approaches ..........................................................................3-5
Crew flight time, flight duty periods and rest periods..........................................................................3-5
Passengers ........................................................................................................................................3-6
Flight preparation ...............................................................................................................................3-6
Operational flight planning .................................................................................................................3-7
Alternate aerodromes.........................................................................................................................3-7
Weather conditions ............................................................................................................................3-8
Fuel and oil supply .............................................................................................................................3-8
Refuelling with passengers on board ...............................................................................................3-10
Oxygen supply .................................................................................................................................3-11
Use of oxygen ..................................................................................................................................3-12
Safeguarding of cabin attendants and passengers in pressurized aeroplanes in the event of loss of
pressurization...................................................................................................................................3-12
In-flight procedures ..........................................................................................................................3-12
Aerodrome operating minima...........................................................................................................3-12
Hazardous flight conditions ..............................................................................................................3-12
Flight crew members at duty stations...............................................................................................3-13
Seat belts .........................................................................................................................................3-13
Safety harness .................................................................................................................................3-13
In-flight operational instructions .......................................................................................................3-13
Instrument flight procedures.............................................................................................................3-13
Duties of pilot-in-command ..............................................................................................................3-14
Duties of flight operations officer/flight dispatcher ............................................................................3-14
CHAPTER 4
CHAPTER 5
CHAPTER 7
Aeroplane Maintenance
Definition ............................................................................................................................................7-1
Operator’s maintenance responsibilities ............................................................................................7-1
Operator’s maintenance control manual ............................................................................................7-1
Maintenance programme ...................................................................................................................7-2
Maintenance records..........................................................................................................................7-2
Continuing airworthiness information .................................................................................................7-2
Modifications and repairs ...................................................................................................................7-3
Approved maintenance organization..................................................................................................7-3
Issue of approval................................................................................................................................7-3
Maintenance organization’s procedures manual ................................................................................7-3
Maintenance procedures and quality assurance system....................................................................7-3
Facilities .............................................................................................................................................7-4
Personnel...........................................................................................................................................7-4
Records..............................................................................................................................................7-4
Maintenance release..........................................................................................................................7-4
CHAPTER 8
CHAPTER 9
Security
Security of the flight crew compartment ...........................................................................................10-1
Aeroplane search procedure checklist .............................................................................................10-1
Training programmes .......................................................................................................................10-1
Reporting acts of unlawful interference ............................................................................................10-1
CHAPTER 11
General Requirements
Introduction ......................................................................................................................................11-1
JAR-OPS 1.035 - Quality System ....................................................................................................11-1
JAR-OPS 1.037 - Accident Prevention and Flight Safety Programme .............................................11-1
JAR-OPS 1.040 - Additional Crew Members ...................................................................................11-1
JAR-OPS 1.075 - Method of Carriage of Persons............................................................................11-1
JAR-OPS 1.085 - Crew Responsibilities ..........................................................................................11-2
JAR-OPS 1.100 - Admission to Flight Deck .....................................................................................11-3
JAR-OPS 1.110 - Portable Electronic Devices.................................................................................11-4
JAR-OPS 1.115 - Alcohol and Drugs ...............................................................................................11-4
JAR-OPS 1.120 - Endangering Safety .............................................................................................11-4
JAR-OPS 1.125 - Documents to be Carried.....................................................................................11-4
Appendix 1 to JAR-OPS 1.125.........................................................................................................11-4
JAR-OPS 1.130 - Manuals to be Carried .........................................................................................11-5
JAR-OPS 1.135 - Additional Information and Forms to be Carried ..................................................11-5
JAR-OPS 1.140 - Information Retained on the Ground ...................................................................11-6
JAR-OPS 1.145 - Power to Inspect..................................................................................................11-6
JAR-OPS 1.150 - Production of Documentation and Records .........................................................11-6
JAR-OPS 1.155 - Preservation of Documentation ...........................................................................11-7
JAR-OPS 1.160 - Preservation, Production and use of Flight Recorder Recordings .......................11-7
JAR-OPS 1.165 - Leasing................................................................................................................11-8
Retention of Records .....................................................................................................................11-10
CHAPTER 12
CHAPTER 13
CHAPTER 14
CHAPTER 15
Aeroplane Maintenance
JAR-OPS 1.880 - Terminology.........................................................................................................15-1
JAR-OPS 1.885 - Application for and Approval of the Operator's Maintenance System..................15-1
JAR-OPS 1.895 - Maintenance Management ..................................................................................15-1
JAR-OPS 1.900 - Quality System ....................................................................................................15-2
JAR-OPS 1.905 - Operator's Maintenance Management Exposition ...............................................15-2
JAR-OPS 1.910 - Operator's Aeroplane Maintenance Programme .................................................15-2
JAR-OPS 1.930 - Continued Validity of the Air Operator Certificate in Respect of the Maintenance
System .............................................................................................................................................15-2
JAR-OPS 1.935 - Equivalent Safety Case .......................................................................................15-3
CHAPTER 17
CHAPTER 18
Operational Approval and Aircraft System Requirements for Flight in the NAT MNPS Airspace
Introduction ......................................................................................................................................18-1
Minimum Navigation Performance Specification Airspace ...............................................................18-1
Abbreviations ...................................................................................................................................18-3
General ............................................................................................................................................18-5
Approval...........................................................................................................................................18-5
Navigation Requirements for Unrestricted MNPS Airspace Operations...........................................18-5
Longitudinal Navigation....................................................................................................................18-5
Lateral Navigation ............................................................................................................................18-6
Routes for Use by Aircraft Not Equipped With Two LRNSs .............................................................18-6
Routes for Aircraft with Only One LRNS ..........................................................................................18-6
Routes for Aircraft with Short-Range Navigation Equipment Only ...................................................18-7
Special Arrangements For The Penetration Of MNPS Airspace By Non-MNPS Approved Aircraft .18-7
Equipment Required For Operations At RVSM Levels.....................................................................18-7
Special Arrangements For Non-RVSM Approved Aircraft................................................................18-8
CHAPTER 19
CHAPTER 20
CHAPTER 21
Other Routes and Route Structures Within or Adjacent to NAT MNPS Airspace
General ............................................................................................................................................21-1
Other Routes Within NAT MNPS Airspace ......................................................................................21-1
Route Structures Adjacent to NAT MNPS Airspace .........................................................................21-1
Irish/UK Domestic Route Structures.................................................................................................21-1
North American Routes (NARs) .......................................................................................................21-2
Routes between North America and the Caribbean Area ................................................................21-3
Shannon Oceanic Transition Area (SOTA) ......................................................................................21-3
Brest Oceanic Transition Area (BOTA) ............................................................................................21-3
Flight Planning
Preferred Route Messages (PRMS).................................................................................................22-1
Flight Plan Requirements.................................................................................................................22-1
General ............................................................................................................................................22-1
Routings...........................................................................................................................................22-1
Flight Levels.....................................................................................................................................22-2
Appropriate Direction Levels ............................................................................................................22-2
ATC Flight Plans ..............................................................................................................................22-3
Flight Planning Requirements on Specific Routes ...........................................................................22-3
Flights Planning on the Organised Track System ............................................................................22-3
Flights Planning on Random Route Segments at/or South of 70°N .................................................22-4
Flights Planning on a Generally Eastbound or Westbound Direction on Random Route Segments
o
North of 70 N ...................................................................................................................................22-4
Flights Planning on Random Routes in a Generally Northbound or Southbound Direction..............22-4
Flights Planning on the Polar Track Structure (PTS) .......................................................................22-4
Flights Planning to Operate Without HF Communications ...............................................................22-5
CHAPTER 23
CHAPTER 24
CHAPTER 26
CHAPTER 27
CHAPTER 28
CHAPTER 30
Regional Supplementary Procedures – Doc 7030/4: North Atlantic (NAT) and European (EUR)
SUPPS
NAT..................................................................................................................................................30-1
Introduction ......................................................................................................................................30-1
MNPS Specifications........................................................................................................................30-1
Flight Planning .................................................................................................................................30-1
Separation of Aircraft .......................................................................................................................30-1
Lateral Separation............................................................................................................................30-1
Longitudinal Separation ...................................................................................................................30-2
Subsonic Transport Operations .......................................................................................................30-2
Western Atlantic Route System (WATRS) .......................................................................................30-3
Operations Not Meeting the MNPS Airspace Except the WATRS ...................................................30-4
EUR .................................................................................................................................................30-4
Submission of Flight Plans...............................................................................................................30-4
Indication of 8.33 KHz Spacing ........................................................................................................30-4
Separation of Aircraft .......................................................................................................................30-4
Longitudinal Separation ...................................................................................................................30-4
Transfer of Radar Control ................................................................................................................30-5
Mach Number Control ......................................................................................................................30-5
CHAPTER 31
Wake Turbulence
Aircraft Wake Vortex Characteristics................................................................................................31-1
Wake Vortex Avoidance - Advice to Pilots .......................................................................................31-2
Wake Turbulence Spacing ...............................................................................................................31-2
Wake Turbulence Spacing Minima - Departures..............................................................................31-3
Wake Turbulence Spacing Minima - Displaced Landing Threshold .................................................31-3
Wake Turbulence Spacing Minima - Opposite Direction ..................................................................31-3
Wake Turbulence Spacing Minima - Crossing and Parallel Runways..............................................31-3
Wake Turbulence Spacing Minima - Intermediate Approach ...........................................................31-4
CHAPTER 32
Windshear
Definitions and the Meteorological Background ...............................................................................32-1
Low Altitude Windshear ...................................................................................................................32-1
Meteorological Features...................................................................................................................32-1
Thunderstorms .................................................................................................................................32-2
Frontal Passage...............................................................................................................................32-2
Inversions.........................................................................................................................................32-3
Turbulent Boundary Layer................................................................................................................32-3
Topographical windshears ...............................................................................................................32-3
The Effects of Windshear on an Aircraft in Flight .............................................................................32-3
Summary..........................................................................................................................................32-5
Techniques to Counter the Effects of Windshear.............................................................................32-5
Chapter 1.
Definitions
Introduction
When the following terms are used in the Standards and Recommended Practices for
operation of aircraft in international commercial air transport, they have the meanings
specified below.
Terms
Aerial work An aircraft operation in which an aircraft is used for specialised services
such as agriculture, construction, photography, surveying, observation and patrol, search and
rescue, aerial advertisement, etc.
Aerodrome A defined area on land or water (including any buildings, installations and
equipment) intended to be used either wholly or in part for the arrival, departure and surface
movement of aircraft.
Aeroplane A power-driven heavier-than-air aircraft, deriving its lift in flight chiefly from
aerodynamic reactions on surfaces which remain fixed under given conditions of flight.
Aircraft Any machine that can derive support in the atmosphere from the reactions of
the air other than the reactions of the air against the earth’s surface
Aircraft operating manual A manual acceptable to the State of the Operator, containing
normal, abnormal and emergency procedures, checklists, limitations, performance
information, details of the aircraft systems and other material relevant to the operation of the
aircraft. The aircraft operating manual is part of the operations manual.
The aerodrome from which a flight departs may also be an en-route or a destination alternate
aerodrome for that flight.
Configuration deviation list (CDL) A list established by the organization responsible for
the type design with the approval of the State of Design which identities any external parts of
an aircraft type which may be missing at the commencement of a flight , and which contains,
where necessary, any information on associated operating limitations and performance
correction.
Crew member A person assigned by an operator to duty on all aircraft during flight
time.
Dangerous goods Articles or substances which are capable of posing significant risk to
health, safety or property when transported by air.
Decision altitude (DA) is referenced to mean sea level and decision height (DH) is referenced
to the threshold elevation
The required visual reference means that section of the visual aids or of the approach area
which should have been in view for sufficient time for the pilot to have made an assessment
of the aircraft position and rate of change of position, in relation to the desired flight path. In
Category III operations with a decision height the required visual reference is that specified for
the particular procedure and operation.
For convenience where both expressions are used they may be written in the form “decision
altitude/height” and abbreviated DA/H.
Survival ELT (ELT(S)) An ELT which is removable from an aircraft and stowed so
as to facilitate its ready use in an emergency and activated by survivors. Automatic
activation may apply.
Flight crew member A licensed crew member charged with duties essential to the
operation of an aircraft during flight time.
Flight duty period The total time from the moment a flight crew member commences
duty, immediately subsequent to a rest period and prior to making a flight or a series of flights,
to the moment the flight crew member is relieved of all duties having completed such flight or
series of flights.
Flight recorder Any type of recorder installed in the aircraft for the purpose of
complementing accident/incident investigation.
Flight time The total time from the moment an aircraft first moves under its own power
for the purpose of taking off until the moment it comes to rest at the end of the flight.
Flight time as here defined is synonymous with the term “block to block” time or “chock to
chock” time in general usage which is measured from the time an aircraft moves from the
loading point until it stops at the unloading point.
General aviation operation An aircraft operation other than a commercial air transport
operation or an aerial work operation.
Human performance Human capabilities and limitations which have an impact on the
safety and efficiency of aeronautical operations.
Instrument approach and landing operations Instrument approach and landing operations
using instrument approach procedures are classified as follows:
Category II (CAT II) operation. A precision instrument approach and landing with a
decision height lower than 60 m (200 ft), but not lower than 30 m (100 ft), and a
runway visual range not less than 350 m.
Category IIIA (CAT IIIA) operation. A precision instrument approach and landing
with:
Category IIIB (CAT IIIB) operation. A precision instrument approach and landing
with:
Category IIIC (CAT IIIC) operation. A precision instrument approach and landing
with no decision height and no runway visual range limitations.
Where decision height (DH) and runway visual range (RVR) fall into different categories of
operation, the instrument approach and landing operation would be conducted in accordance
with the requirements of the most demanding category (e.g. an operation with a DH in the
range of CAT lIlA but with an RVR in the range of CAT IIIB would be considered a CAT IIIB
operation or an operation with a DH in the range of CAT II but with an RVR in the range of
CAT I would be considered a CAT II operation.
Master minimum equipment list (MMEL) A list established for a particular aircraft type
by the organization responsible for the type design with the approval of the State of Design
containing items, one or more of which is permitted to be unserviceable at the
commencement of a flight. The MMEL may be associated with special operating conditions,
limitations or procedures.
Minimum descent altitude (MDA) or minimum descent height (MDH) A specified altitude
or height in a non-precision approach or circling approach below which descent must not be
made without the required visual reference.
Minimum descent altitude (MDA) is referenced to mean sea level and minimum descent
height (MDH) is referenced to the aerodrome elevation or to the threshold elevation if that is
more than 2 m (7ft) below the aerodrome elevation. A minimum descent height for a circling
approach is referenced to the aerodrome elevation.
For convenience when both expressions are used they may be written in the form “minimum
descent altitude/height” and abbreviated “MDA/H”.
Minimum equipment list (MEL) A list which provides for the operation of aircraft,
subject to specified conditions, with particular equipment inoperative, prepared by an operator
in conformity with, or more restrictive than, the MMEL established for the aircraft type.
Night The hours between the end of evening civil twilight and the beginning of morning civil
twilight or such other period between sunset and sunrise, as may be prescribed by the
appropriate authority.
Civil twilight ends in the evening when the centre of the sun’s disc is 6 degrees below the
horizon and begins in the morning when the centre of the sun’s disc is 6 degrees below the
horizon.
Obstacle clearance altitude (OCA) or obstacle clearance height (OCH) The lowest
altitude, or the lowest height above the elevation of the relevant runway threshold or the
aerodrome elevation as applicable, used in establishing compliance with appropriate obstacle
clearance criteria.
Obstacle clearance altitude is referenced to mean sea level and obstacle clearance height is
referenced to the threshold elevation or in the case of non-precision approaches to the
aerodrome elevation or the threshold elevation if that is more than 2 m (7 ft) below the
aerodrome elevation. An obstacle clearance height for a circling approach is referenced to the
aerodrome elevation.
For convenience when both expressions are used they may be written in the form “obstacle
clearance altitude/height” and abbreviated ‘OCA/H
Operational control The exercise of authority over the initiation, continuation, diversion or
termination of a flight in the interest of the safety of the aircraft and the regularity and
efficiency of the flight.
Operational flight plan The operator’s plan for the safe conduct of the flight based
on considerations of aeroplane performance, other operating limitations and relevant
expected conditions on the route to be followed and at the aerodromes concerned.
Operations manual A manual containing procedures, instructions and guidance for use
by operational personnel in the execution of their duties.
Pilot-in-command The pilot responsible for the operation and safety of the aircraft
during flight time.
Navigation performance and requirements are defined for a particular RNP type and/or
application.
Rest period Any period of time on the ground during which a flight crewmember is
relieved of all duties by the operator.
RNP type A containment value expressed as a distance in nautical miles from the
intended position within which flights would be for at least 95 per cent of the total flying time.
RNP 4 represents a navigation accuracy of plus or minus 7.4 km (4 NM) on a 95 per cent
containment basis.
Runway visual range (RVR) The range over which the pilot of an aircraft on the centre
line of a runway can see the runway surface markings or the lights delineating the runway or
identifying its centre line,
State of the Operator The State in which the operators principal place of business
is located or, if there is no such place of business, the operator’s permanent residence.
Synthetic flight trainer Any one of the following three types of apparatus in which
flight conditions are simulated on the ground:
A flight procedures trainer, which provides a realistic flight deck environment, and
which simulates instrument responses, simple control functions of mechanical,
electrical, electronic, etc., aircraft systems, and the performance and flight
characteristics of aircraft of a particular class;
Operator’s Responsibilities
Introduction
Employees Abroad
The operator has to ensure that all employees when abroad know that they must comply with:
¾ The laws
¾ The regulations, and
¾ Procedures
Operating Pilots
An operator has to ensure that all pilots are familiar with the laws, regulations and
procedures, pertinent to the performance of their duties, relating to:
Other members of the flight crew must be familiar with the laws, regulations and procedures
which are pertinent to the performance of their respective duties in the operation of the
aeroplane.
Operational Control
Where an emergency situation that endangers the safety of the aeroplane or persons
necessitates action that violates local regulations or procedures, the pilot-in-command shall
notify the appropriate local authority without delay. If required by that State, the pilot-in-
command has to submit a report on any violation to the appropriate authority. The pilot-in-
command has to submit a copy of the report to the State of the Operator. These reports are
submitted as soon as possible, which is normally within ten days.
Pilots-in-command must have available on board the aeroplane all the essential information
concerning the Search and Rescue services in the area over which the aeroplane will be
flown.
This information may be made available to the pilot in the operations manual or by other
appropriate means.
An operator has to establish and maintain an accident prevention and flight safety
programme.
Flight Operations
Operating facilities
An operator has to ensure that a flight will not be commenced unless the facilities available for
the safe operation of the aeroplane and passengers are adequate for the type of operation
under which the flight is to be conducted.
An operator has to ensure that any inadequacy in facilities observed during the course of
operations is reported to the authority responsible for them.
Subject to the published conditions of use, aerodromes and their facilities are to be kept
continuously available for flight operations during their published hours of operations. Adverse
weather conditions will not close an aerodrome.
An operator cannot engage in commercial air transport operations unless a valid air operator
certificate or equivalent document has been issued by the State of the Operator.
The air operator certificate authorizes the operator to conduct commercial air transport
operations in accordance with any conditions and limitations that may be specified.
The issue of an air operator certificate by the State of the Operator is dependent upon the
operator demonstrating:
The continued validity of an air operator certificate depends upon the operator maintaining the
requirements of the standard above. This is carried out under the supervision of the State of
the Operator
The State of the Operator establishes a system that ensures that the required standards of
operation for both the certification and the continued surveillance of the operator are
maintained.
Operations manual
An operator provides, for the use and guidance of operations personnel, an operations
manual. The operations manual is amended or revised as necessary to ensure that the
information contained is kept up to date. All amendments or revisions are issued to all
personnel that are required to use the manual.
The State of the Operator has a requirement for the operator to provide a copy of the
operations manual together with all amendments and/or revisions, for:
The operator incorporates in the operations manual all mandatory material that the State of
the Operator may require. The contents of the Operations Manual are discussed in Chapter
10.
An operator shall ensure that all operations personnel are properly instructed in their
particular duties and responsibilities and the relationship of such duties to the operation as a
whole.
The operator issues operating instructions and provides information on aeroplane climb
performance with all engines operating to enable the pilot-in-command to determine the climb
gradient that can be achieved during the departure phase for the existing take-off conditions
and intended take-off technique. This information is included in the operations manual.
No emergency or abnormal situations can be simulated when passengers or cargo are being
carried.
Checklists
¾ Prior to flight
¾ During flight
¾ After all phases of operations, and
¾ In emergency
An operator is permitted to establish minimum flight altitudes for routes flown for which
minimum flight altitudes have been established by a State, provided that they are not less
than those designated.
An operator must specify the method by which minimum flight altitudes for operations
conducted over routes for which minimum flight altitudes have not been established by a
State. The method of calculation is to be placed in the operations manual. The minimum flight
altitudes determined in accordance with this method are not to be lower than those specified
in Annex 2 (The Rules of the Air).
The method for establishing minimum flight altitudes is approved by the State of the Operator.
The State of the Operator will approve the method after consideration of:
¾ The accuracy and reliability with which the position of the aeroplane can be
determined
¾ The inaccuracies in the indications of the altimeters used
¾ The characteristics of the terrain (e.g. sudden changes in the elevation)
¾ The probability of encountering unfavourable meteorological conditions (eg
severe turbulence and descending air currents);
¾ Possible inaccuracies in aeronautical charts, and
¾ Airspace restrictions.
The State of the Operator requires that the operator establish aerodrome operating minima
for each aerodrome to be used. The method of calculation is approved by the State of the
Operator. The minima cannot be lower than any that are established for an aerodrome by the
State. Exemptions are specifically approved by that State.
The Standard above does not require a State to establish aerodrome operating minima for
any aerodrome.
Aerodrome operating minima below 800 m visibility are not authorized unless RVR
information is provided.
The operator establishes operational procedures designed to ensure that an aeroplane flying
precision approaches crosses the threshold at a safe margin, with the aeroplane in the
landing configuration and attitude.
These rules are in accordance with the regulations established by the State and are included
in the operations manual.
An operator maintains current records of the flight time, flight duty periods and rest periods of
all its crewmembers.
For each flight of an aeroplane above 15 000 m (49 000 ft), the operator shall maintain
records so that the total cosmic radiation dose received by each crew member over a period
of 12 consecutive months can be determined.
The operator ensures that passengers are made familiar with the location and use of:
¾ Seat belts
¾ Emergency exits
¾ Life jackets, if the carriage of life jackets is prescribed
¾ Oxygen dispensing equipment, if the provision of oxygen for the use of
passengers is prescribed, and
¾ Other emergency equipment provided for individual use, including passenger
emergency briefing cards.
The operator also has to ensure that passengers are informed of the location and general
manner of use of the principal emergency equipment carried.
In an emergency during flight, passengers have to be instructed in the emergency action that
may be appropriate to the circumstances.
The operator is to ensure that all passengers on board an aeroplane are secured in their
seats by means of the seat belts or harnesses provided:
Flight preparation
Before a flight is commenced and before flight preparation forms are been completed the
pilot-in-command must be satisfied that:
An operator keeps completed flight preparation forms for a period of three months.
An operational flight plan is completed for every intended flight. The operational flight plan is
approved and signed by the PIC and, where applicable, signed by the flight operations
officer/flight dispatcher:
The operations manual must describe the content and use of the operational flight plan.
Alternate aerodromes
The take-off alternate aerodrome has to be located within the following distance from
the aerodrome of departure:
Aeroplanes having two engines Not more than one hours flying
distance at the single-engine cruise speed, and
Aeroplanes having three or more engines Not more than two hours
flying distance at the one-engine inoperative cruise speed.
a. The duration of the flight and the meteorological conditions are such
that at the estimated time of arrival at the aerodrome of intended landing, and for
a reasonable period before and after such time, the approach and landing may be
made under visual meteorological conditions, or
b. The aerodrome of intended landing is isolated and there is no
suitable destination alternate aerodrome.
Weather conditions
An IFR flight cannot be commenced unless information is available which indicates that
conditions at the aerodrome of intended landing or, where a destination alternate is required,
at least one destination alternate aerodrome will, at the estimated time of arrival, be at or
above the aerodrome operating minima.
In some States, for flight planning purposes, higher minima are given for an aerodrome when
nominated as a destination alternate than for the same aerodrome when planned as that of
intended landing.
Fuel and oil records The operator retains fuel and oil records for a period of 3 months.
All aeroplanes A flight is not commenced unless, taking into account both the
meteorological conditions and any delays expected, the aeroplane carries sufficient fuel and
oil to ensure that it can safely complete the flight. In addition a reserve is carried to provide for
contingencies.
Propeller-driven aeroplanes The fuel and oil carried to comply with the above shall, in the
case of propeller-driven aeroplanes, be at least sufficient to allow the aeroplane:
1. To fly to the aerodrome to which the flight is planned then to the most critical (in terms
of fuel consumption) alternate aerodrome specified in the operational and ATS flight
plans plus a period of 45 minutes, or
2. To fly to the alternate aerodrome via any predetermined point and then for 45
minutes, provided that this is not less than the amount required to fly to the
aerodrome to which the flight is planned plus:
a. 45 minutes plus 15% of the flight time planned to be spent at the cruising
level(s), or
b. two hours
whichever is less.
Aeroplanes equipped with turbo-jet engines The fuel and oil carried in turbo-jet
aeroplanes, is sufficient to allow the aeroplane:
or
2. To fly to the alternate aerodrome via any predetermined point plus 30 minutes at 450
m (1500 ft) above the alternate aerodrome, provision having been made for additional
In computing the fuel and oil required the following have to be considered:
Nothing precludes amendment of a flight plan in flight in order to replan the flight to another
aerodrome, provided that the requirements of the above standards can be complied with from
the point where the flight has been replanned.
¾ Embarking
¾ On board, or
¾ Disembarking
unless it is properly attended by qualified personnel ready to initiate and direct an evacuation
of the aeroplane by the most practical and expeditious means available.
These provisions do not require the deployment of integral aeroplane stairs or the opening of
emergency exits as a prerequisite to refuelling.
Provisions concerning aircraft refuelling are contained in Annex 14, Volume I, and guidance
on safe refuelling practices is contained in the Airport Services Manual, (Doc 9137), Parts 1
and 8
Additional precautions are required when refuelling with fuels other than aviation kerosene or
when refuelling results in a mixture of aviation kerosene with other aviation turbine fuels, or
when an open line is used. The operator is to ensure that no aeroplane is refuelled/defuelled
with AVGAS, wide cut fuel or a mixture of these fuels when passengers are embarking, on
board or disembarking.
Oxygen supply
Where the cabin altitude is less than 700 hPa flight cannot be commenced unless sufficient
oxygen is carried to supply:
¾ All crew members and 10% of the passengers for any period in excess of 30
minutes that the cabin pressure will be between 700 hPa and 620 hPa, and
¾ The crew and passengers for any period that the atmospheric will be less than
620 hPa.
All flight crewmembers must use breathing oxygen continuously whenever the circumstances
above prevail.
All flight crewmembers of pressurized aeroplanes operating above an altitude where the
atmospheric pressure is less than 376 hPa must have available at the flight duty station a
quick-donning oxygen mask which will readily supply oxygen upon demand.
Cabin attendants should have a reasonable probability of retaining consciousness during any
emergency. In addition, they should have a means of protection that will enable them to
administer first aid to passengers during stabilized flight following the emergency. Passengers
should be safeguarded by devices or operational procedures that ensure a reasonable
probability of them surviving the effects of hypoxia in the event of loss of pressurization.
It is not envisaged that cabin attendants will always be able to provide assistance to
passengers during emergency descent procedures which may be required in the event of loss
of pressurization.
In-flight procedures
A flight cannot be continued towards the aerodrome of intended landing, unless the latest
available information indicates that at the expected time of arrival, a landing can be made at
that aerodrome or at least one destination alternate aerodrome, in compliance with the
operating minima.
Any hazardous flight conditions encountered, other than meteorological conditions, must be
reported to the appropriate aeronautical station as soon as possible. The reports must give
those details that may be pertinent to the safety of other aircraft.
Take-off and landing All flight crew members required to be on flight deck duty
shall be at their stations.
En Route All flight crew members required to be on flight deck duty shall
remain at their stations except when their absence is necessary for the performance
of duties in connection with the operation of the aeroplane or for physiological needs.
Seat belts
All flight crewmembers must keep their seat belts fastened when at their stations.
Safety harness
Any flight crew member occupying a pilots seat must keep the safety harness fastened during
the take-off and landing phases. All other flight crew members shall keep their safety
harnesses fastened during the take-off and landing phases unless the shoulder straps
interfere with the performance of their duties, in this case the shoulder straps can be
unfastened but the seat belt must remain fastened.
A safety harness includes shoulder straps and a seat belt which may be used independently.
Operational instructions that involve a change in the ATS flight plan are, when practicable, co-
ordinated with the appropriate ATS unit before transmission to the aeroplane.
When the above co-ordination has not been possible, operational instructions do not relieve a
pilot of the responsibility for obtaining an appropriate clearance from an ATS unit, if
applicable, before making a change in flight plan.
An instrument approach procedure has to be approved and promulgated by the State in which
the aerodrome is located to serve each instrument runway or aerodrome utilized for
instrument flight operations.
All aeroplanes operated in accordance with instrument flight rules shall comply with the
instrument flight procedures approved by the State in which the aerodrome is located.
A flight operations officer/flight dispatcher must avoid taking any action that conflicts with the
procedures established by:
Additional requirements for extended range operations by aeroplanes with two turbine
power-units (ETOPS)
Unless the operation has been specifically approved by the State of the Operator, an
aeroplane with two turbine engines cannot be operated on a route where the flight time at
provide the over-all level of safety intended by the provisions of Annexes 6 and 8.
A flight to be conducted under ETOPS is not commenced unless, during the possible period
of arrival, the required en-route alternate aerodrome(s) are available and the available
information indicates that conditions at those aerodromes will be at or above the aerodrome
operating minima approved for the operation.
Carry-on baggage
The operator shall ensure that all baggage carried onto an aeroplane and taken into the
passenger cabin is adequately and securely stowed.
General
Single-engined aeroplanes are only operated in conditions of weather and light, and over
such routes and to diversions, that permit a safe forced landing to be executed in the event of
an engine failure.
Application
The Standards contained in this chapter are applicable to the aeroplanes to which Part III of
Annex 8 is applicable.
The following Standards do not include any quantitative specifications comparable to those
found in national airworthiness codes. The Standards are to be supplemented by national
requirements prepared by Contracting States.
The level of performance defined by the national code referred to above has to be at least
equivalent to the Standards of this chapter.
The State of Registry has to take precautions to ensure that the general level of safety is
maintained under all expected operating conditions.
A flight cannot be commenced unless the performance information provided in the flight
manual indicates that the Standards can be complied with for the flight.
¾ Mass
¾ Operating procedures
¾ The pressure-altitude appropriate to the elevation of the aerodrome
¾ Temperature
¾ Wind
¾ Runway gradient and condition of runway
¾ Presence of slush, water and/or ice
These factors are taken into account directly as operational parameters or indirectly by means
of allowances or margins, which may be provided in the performance data under which the
aeroplane is being operated.
Mass limitations
The mass of the aeroplane at the start-up or take-off shall not exceed the mass at which take-
off is complied with, or the mass at which:
are complied with, allowing for expected reductions in mass as the flight proceeds,
and for fuel jettisoning as is necessary.
In no case is:
¾ The mass at the start of take-off to exceed the maximum take-off mass specified
in the flight manual for the pressure-altitude appropriate to the elevation of the
aerodrome, and, if used as a parameter to determine the maximum take-off
mass, any other local atmospheric condition.
¾ The estimated mass for the expected time of landing at the aerodrome of
intended landing and at any destination alternate aerodrome, exceed the
maximum landing mass specified in the flight manual.
¾ The mass at the start of take-off, or at the expected time of landing at the
aerodrome of intended landing and at any destination alternate aerodrome,
cannot exceed the relevant maximum masses applicable for noise certification
Standards in Annex 16, Volume I, unless otherwise authorized in exceptional
circumstances for an aerodrome or a runway where there is no noise disturbance
problem.
The aeroplane shall be able, in the event of a critical power-unit failing at any point in the
take-off:
In determining the length of the runway available, account is taken of the loss of runway
length due to alignment of the aeroplane prior to take-off.
The aeroplane must be able, in the event of the failure of the critical engine at any point along
the route, to continue the flight to an aerodrome at which the landing Standard can be met,
without flying below the minimum flight altitude at any point.
In the case of aeroplanes having three or more engines, where the probability of a second
power-unit becoming inoperative must be allowed for by the Standards in this chapter, the
aeroplane must be able, in the event of failure of any two engines, to continue the flight to an
en-route alternate aerodrome and land.
Landing
The aeroplane, at the aerodrome of intended landing and at any alternate aerodrome, after
clearing all obstacles in the approach path by a safe margin, must be able to land within the
landing distance available. Allowance is made for expected variations in the approach and
landing techniques, if no allowance has been made in the scheduling of performance data.
General
In addition to the minimum equipment necessary for the issue of a certificate of airworthiness,
the instruments, equipment and flight documents detailed below have to be installed or
carried as appropriate.
The operator includes in the operations manual a minimum equipment list (MEL), approved
by the State of the Operator which enables the pilot-in-command to determine whether a flight
may be commenced or continued from any intermediate stop should any instrument,
equipment or systems become inoperative.
The operator provides operations staff and flight crew with an aircraft operating manual, for
each aircraft type operated, containing the normal, abnormal and emergency procedures
relating to the operation of the aircraft. The manual includes details of the aircraft systems
and of the checklists to be used. The design of the manual observes Human Factors
principles.
An aeroplane has to be equipped with instruments to allow the flight crew to:
¾ Portable fire extinguishers of a type which, when discharged, will not cause
dangerous contamination of the air within the aeroplane. At least one is to be
located in:
Any portable fire extinguisher fitted in accordance with the certificate of airworthiness
of the aeroplane may count as one of the above.
The safety harness for each pilot seat should incorporate a device to prevent a
suddenly incapacitated pilot from interfering with the flight controls. A safety harness
includes shoulder straps and a seat belt which may be used independently.
If areas of the fuselage suitable for break-in by rescue crews in emergency are marked on an
aeroplane these areas are marked by red or yellow lines, and if necessary they are outlined in
white to contrast with the background.
If the corner markings are more than 2 m apart, intermediate lines 9 cm x 3 cm shall be
inserted so that there is no more than 2 m between adjacent markings.
Flight recorders
¾ Flight path
¾ Speed
¾ Attitude
¾ Engine power
¾ Configuration, and
¾ Operation
¾ Flight path
¾ Speed
¾ Attitude
¾ Engine power, and
¾ Configuration of lift and drag devices.
All aeroplanes equipped to utilize digital communications and required to carry a cockpit voice
recorder shall record on the cockpit voice recorder or the flight data recorder the digital
communications with ATS.
All flight data recorders have to be capable of retaining the information recorded during at
least the last 25 hours of their operation, except for the Type II A flight data recorder which
has to be capable of retaining the information recorded during at least the last 30 minutes of
its operation.
The CVR records the aural environment on the flight deck during flight time.
A cockpit voice recorder has to be capable of retaining the information recorded during at
least the last 30 minutes of its operation.
To preserve flight recorder records, flight recorders are de-activated following an accident or
incident. The flight recorder is not re-activated until it has been de-coded.
The need for removal of the flight recorder records from the aircraft are determined by the
investigating authority in the State conducting the investigation with due regard to the
seriousness of an occurrence and the circumstances, including the impact on operation
Operational checks and evaluations of recordings from the flight data and cockpit voice
recorder systems are conducted to ensure the continued serviceability of the recorders.
FDR CVR
Container Colour – Orange or yellow Colour – Orange or yellow
It must: It must:
Carry reflective material to Carry reflective material to
help in its location help in its location
Have an underwater Have an underwater
location system location system
Installation The system must be installed To aid in voice recording,
so that: microphones are located in
The probability of damage the best positions for the
is minimized (Normally as communications of both
far aft as possible in the pilots.
vicinity of the rear The system must be installed
bulkhead) so that:
Electrical power is The probability of damage
received from a bus that is minimized (Normally as
provides maximum far aft as possible in the
reliability for recording vicinity of the rear
There is a method for pre- bulkhead)
flight checking of Electrical power is
serviceability received from a bus that
provides maximum
reliability for recording
There is a method for pre-
flight checking of
serviceability
If there is an erasure
device the system should
not self erase on impact or
crash
1. Time
2. Pressure altitude
3. Indicated airspeed
4. Heading
5. Normal acceleration
6. Pitch attitude
7. Roll attitude
8. Radio transmission keying
9. Power on each engine
10. Trailing edge flap or cockpit control selection
11. Leading edge flap or cockpit control selection
12. Thrust reverser position
13. Ground spoiler/speedbrake selection
14. Outside air temperature
15. Autopilot, autothrottle, AFCS mode and engagement status
1. Longitudinal acceleration
2. Lateral acceleration
3. Pilot input and/or control surface position – primary controls (pitch, roll and yaw)
4. Pitch trim position
5. Radio altitude
6. Glide path deviation
7. Localizer deviation
8. Marker beacon passage
9. Master warning
10. NAV 1 and 2 frequency selection
11. DME 1 and 2 distance
12. Landing gear squat switch status
13. GPWS
14. Angle of attack
15. Hydraulics
16. Navigation data (latitude/longitude, groundspeed and drift angle)
17. Landing gear or gear selector position
¾ A magnetic compass
¾ An accurate timepiece indicating the time in hours, minutes and seconds
¾ A sensitive pressure altimeter
¾ An airspeed indicator, and
¾ Such additional instruments or equipment as may be prescribed by the
appropriate authority.
VFR flights that are operated as controlled flights have to be equipped in accordance with
IFR.
¾ One life jacket, or equivalent individual floatation device, for each person on
board, stowed in a position easily accessible from the seat or berth of the
person for whose use it is provided
¾ Equipment for making the sound signals prescribed in the International
Regulations for Preventing Collisions at Sea, where applicable; and
¾ One sea anchor (drogue)
¾ Flying over water and at a distance of more than 93 km (50 nm) away from
the shore, in the case of landplanes operated in accordance with the En-
route – one power unit inoperative and En-route – two power units
inoperative requirements
¾ Flying en route over water beyond gliding distance from the shore, in the
case of all other landplanes, and
¾ Taking off or landing at an aerodrome where, in the opinion of the State of
the Operator, the take-off or approach path is so disposed over water that in
the event of a mishap there would be a likelihood of a ditching.
The equipment required is one life jacket or equivalent individual floatation device for each
person on board, stowed in a position easily accessible from the seat or berth of the person
for whose use it is provided.
In addition to the equipment above, the following is installed in all aeroplanes that may be
over water and at more than a distance corresponding to:
away from land suitable for making an emergency landing in the case of aircraft operated in
accordance with En-route – one power unit inoperative and En-route – two power units
inoperative requirements, and 30 minutes or 185 km (100 NM), whichever is the lesser, for all
other aeroplanes:
¾ Sufficient Life-rafts to carry all persons on board, stowed ready for use in
emergency, provided with life-saving equipment including means of
sustaining life; and
¾ Equipment for making the pyrotechnic distress signals described in Annex 2.
Each life jacket and equivalent individual floatation device, when carried shall be
equipped with a location light.
Aeroplanes, when operated across land areas where search and rescue would be difficult,
are equipped with the signalling and life-saving equipment (including means of sustaining life)
as may be appropriate to the area to be overflown.
Pressurized aeroplanes introduced into service on or after 1 July 1962 and intended to be
operated at flight altitudes where the atmospheric pressure is less than 376 hPa are equipped
with a device to provide positive warning to the pilot of any dangerous loss of pressurization.
The total number of oxygen dispensing units has to exceed the number of passenger and
cabin attendant seats by at least 10 per cent.
All aeroplanes have to be equipped with suitable anti-icing and/or de-icing devices if it is to be
operated where icing conditions are reported to exist or are expected to be encountered.
All aeroplanes operated in accordance with instrument flight rules, or when the aeroplane
cannot be maintained in a desired attitude without reference to one or more flight instruments,
have to be equipped with:
¾ A magnetic compass
¾ An accurate timepiece indicating the time in hours, minutes and seconds
¾ Two sensitive pressure altimeters with counter drum-pointer or equivalent
presentation. Neither three-pointer nor drum-pointer altimeters satisfy the
requirement.
¾ An airspeed indicating system with means of preventing malfunctioning due
to either condensation or icing
¾ A turn and slip indicator
¾ An attitude indicator (artificial horizon)
¾ A heading indicator (directional gyroscope)
¾ The requirements of the turn and slip, attitude indicator and heading
indicator may be met by combinations of instruments or by integrated
flight director systems provided that the safeguards against total
failure, inherent in the three separate instruments, are retained,
All aeroplanes over 5700 kg – Emergency power supply for electrically operated
attitude indicating instruments
All aeroplanes of a maximum certificated take-off mass of over 5700 kg newly introduced into
service after 1 January 1975 are fitted with an emergency power supply, independent of the
main electrical generating system, for the purpose of operating and illuminating, for a
minimum period of 30 minutes, an attitude indicating instrument (artificial horizon), clearly
visible to the pilot-in-command.
The emergency power supply automatically operates after the total failure of the main
electrical generating system and a clear indication is given on the instrument panel that the
attitude indicator(s) is being operated by emergency power.
Those instruments that are used by any one pilot have to be arranged to permit the pilot to
see their indications readily, with the minimum practicable deviation from the position and line
of vision normally assumed when looking forward along the flight path.
All aeroplanes intended to be operated above 15 000 m (49 000 ft) carry equipment to
measure and indicate continuously the dose rate of total cosmic radiation being received and
the cumulative dose on each flight. The display unit of the equipment shall be readily visible to
a flight crewmember. Individual records are kept for crewmembers who are liable to high
exposure.
The PIC or the pilot to whom the flight has been delegated will initiate a descent as soon as
practicable when the limit values of cosmic radiation specified have been exceeded.
All aeroplanes complying with the noise certification Standards in Annex 16, Volume I
An aeroplane has to carry a document attesting noise certification. The attestation may be
contained in any document, carried on board, approved by the State of Registry.
All aeroplanes with speed limitations expressed in terms of Mach number are equipped with a
Mach number indicator. This does not stop the use of the airspeed indicator to derive Mach
number for ATS purposes.
A ground proximity warning system provides automatic and timely warning to the flight crew
when the aeroplane is in potentially hazardous proximity to the earth’s surface.
Aeroplanes for which the individual certificate of airworthiness was first issued before
1 January 1981 All aeroplanes should be equipped with a forward or rearward facing
(within 15° of the longitudinal axis of the aeroplane) seat, fitted with a safety harness for the
use of each cabin attendant required to satisfy the standard regarding emergency evacuation.
Cabin attendants’ seats provided in accordance with the above are located near floor level
and other emergency exits as required by the State of Registry for emergency evacuation.
All aeroplanes operated on long range over water flights are equipped with at least two
ELT(S).
Aeroplanes on flights over designated land areas shall be equipped with at least one ELT(S).
Microphones
All flight crewmembers required to be on flight deck duty communicate through boom or throat
microphones below the transition level/altitude.
A forward-looking wind shear warning system should be capable of providing the pilot with a
timely aural and visual warning of wind shear ahead of the aircraft, and the information
required to permit the pilot to safely commence and continue a missed approach or go-around
or to execute an escape manoeuvre if necessary. The system should also provide an
indication to the pilot when the limits specified for the certification of automatic landing
equipment are being approached, when such equipment is in use.
The MMEL is formulated by the designer and approved by the State of Design. The
information provided allows operators to produce the MEL. The MMEL should not be used as
the MEL.
If deviations from the requirements of States in the certification of aircraft were not permitted
an aircraft could not be flown unless all systems and equipment were operable. Experience
has proved that some unserviceability can be accepted in the short term when the remaining
operative systems and equipment provide for continued safe operations.
The State should indicate through approval of a minimum equipment list those systems and
items of equipment that may be inoperative for certain flight conditions with the intent that no
flight can be conducted with inoperative systems and equipment other than those specified.
A minimum equipment list, approved by the State of the Operator, is therefore necessary for
each aircraft, based on the master minimum equipment list established for the aircraft type by
the organization responsible for the type design in conjunction with the State of Design.
The State of the Operator should require the operator to prepare a minimum equipment list
designed to allow the operation of an aircraft with certain systems or equipment inoperative
provided an acceptable level of safety is maintained.
The minimum equipment list is not intended to provide for operation of the aircraft for an
indefinite period with inoperative systems or equipment. The basic purpose of the minimum
equipment list is to permit the safe operation of an aircraft with inoperative systems or
equipment within the framework of a controlled and sound programme of repairs and parts
replacement.
Operators are to ensure that no flight is commenced with multiple minimum equipment list
items inoperative without determining that any interrelationship between inoperative systems
or components will not result in an unacceptable degradation in the level of safety and/or
undue increase in the flight crew workload.
The exposure to additional failures during continued operation with inoperative systems or
equipment must also be considered in determining that an acceptable level of safety is being
maintained. The minimum equipment list may not deviate from requirements of the flight
manual limitations section, emergency procedures or other airworthiness requirements of the
State of Registry or of the State of the Operator unless the appropriate airworthiness authority
or the flight manual provides otherwise.
Communication equipment
Navigation equipment
except when navigation for flights under visual flight rules are flown by visual reference to
landmarks.
For flights where, based on Regional Air Navigation Agreement, minimum navigation
performance specifications (MNPS) are flown, an aeroplane is fitted with navigation
equipment which:
Redundancy
The aeroplane is provided with navigation equipment to ensure that, in the event of the failure
of one item of equipment at any stage of the flight, the remaining equipment will enable the
aeroplane to navigate in accordance with the above rules.
Guidance material relating to aircraft equipment necessary for flight in airspace where a 300m
(1000 if) VSM is applied above FL 290 is contained in the Manual on Implementation of a
(1000 ft) Vertical Separation Minimum Between FL 290 and FL 410 Inclusive (Doc 9574)
Installation
The equipment installation is such that the failure of any single unit required for either
communications or navigation purposes or both does not result in the failure of another unit
required for communications or navigation purposes.
Aeroplane Maintenance
Definition
Operators ensure that, in accordance with procedures acceptable to the State of Registry:
An operator employs personnel to ensure that all maintenance is carried out in accordance
with the maintenance control manual. The maintenance of aeroplanes has to be carried out in
accordance with the maintenance programme.
The operator provides, for maintenance and operational personnel concerned, a maintenance
control manual, acceptable to the State of Registry. The operator ensures that the
maintenance control manual is amended as necessary to keep the information contained up
to date.
Copies of all amendments to the operator’s maintenance control manual are given to
everyone who has been issued with a manual.
The operator provides the State of the Operator and the State of Registry with a copy of the
operators maintenance control manual, together with all amendments and/or revisions to it.
The manual incorporates any mandatory material required by the State of the Operator or the
State of Registry.
The operator provides, for maintenance and operational personnel concerned, a maintenance
programme, approved by the State of Registry. The design and application of the operator’s
maintenance programme has to observe Human Factors principles.
Copies of all amendments to the maintenance programme are given to everyone who has
been given a maintenance programme.
Maintenance records
An operator ensures that the following records are kept for the periods mentioned below
¾ The total time in service (hours, calendar time and cycles, as appropriate) of
the aeroplane and all life limited components
¾ The current status of compliance with all mandatory continuing airworthiness
information
¾ Appropriate details of modifications and repairs to the aeroplane and its
major components
¾ The time in service (hours, calendar time and cycles, as appropriate) since
last overhaul of the aeroplane or its components subject to a mandatory
overhaul life
¾ The current aeroplane status of compliance with the maintenance
programme, and
The above records are kept for at least 90 days after the unit is permanently withdrawn from
service
¾ The detailed maintenance records to show that all requirements for signing of
a maintenance release have been met.
The record is kept for a minimum of one year after the maintenance release is signed
Where there is a temporary change of operator, the records are made available to the new
operator. In the event of any permanent change of operator, the records are transferred to the
new operator.
The operator of an aeroplane over 5700 kg maximum certificated take-off mass monitors and
assesses maintenance and operational experience with respect to continuing airworthiness
and provide the information as prescribed by the State of Registry and reports through the
system specified in Annex 8, Part II, 4.2.5 and 4.2.8.
The operator of an aeroplane over 5700 kg maximum certificated take-off mass obtains and
assesses continuing airworthiness information and recommendations available from the
All modifications and repairs must comply with airworthiness requirements acceptable to the
State of Registry. Procedures are established to ensure that the data supporting compliance
with the airworthiness requirements are retained.
Issue of approval
The issue of a maintenance organization approval by a State is dependent upon the applicant
demonstrating compliance with the requirements for such an organization.
The validity of the approval depends on the organization remaining in compliance with the
requirements for an approved maintenance organization.
The facilities and working environment have to be appropriate for the task to be performed.
The maintenance organization must have the necessary technical data, equipment, tools and
material to perform the work for which it is approved.
Storage facilities have to be provided for parts, equipment, tools and material. Storage
conditions must provide security and prevent deterioration of and damage to stored items.
Personnel
The maintenance organization ensures that all maintenance personnel receive initial and
continuation training appropriate to their assigned tasks and responsibilities. The training
programme established by the maintenance organization must include training in knowledge
and skills related to human performance, including co-ordination with other maintenance
personnel and flight crew.
Records
The maintenance organization retains detailed maintenance records to show that all
requirements for the signing of a maintenance release have been met. These records are
kept for as minimum of one year after the maintenance release has been signed.
Maintenance release
A maintenance release is completed and signed to certify that the maintenance work
performed has been completed satisfactorily and in accordance with the procedures
described in the maintenance organization’s procedures manual.
The number and composition of the flight crew cannot be less than that specified in the
operations manual. This number is based on the number specified in the C of A.
Radio operator
The flight crew must include one member who holds a valid radio licence, issued or validated
by the State of Registry.
Flight engineer
When a flight engineer’s station is incorporated in the design of an aeroplane, the flight crew
must include at least one flight engineer assigned to that station. If the duties associated with
that station can be satisfactorily performed by another flight crew member, holding a flight
engineer licence, then a flight engineer need not be carried.
Flight navigator
The flight crew must include at least one member who holds a flight navigator licence where
the safe conduct of the flight cannot be adequately accomplished by the pilots from the pilot
station,
An operator assigns to all flight crew members the necessary duties they are to perform in an
emergency or in a situation requiring emergency evacuation. Annual training required is
contained in the operator’s training programme and includes:
An operator establishes and maintains a ground and flight training programme, approved by
the State of the Operator, that ensures that flight crew members are adequately trained to
perform their assigned duties. Ground and flight training have to be provided. The training
consists of ground and flight training in the type(s) of aeroplane on which the flight crew
member serves, and shall include:
The training for each flight crew member ensures that all flight crew members know the
functions for which they are trained. The training programme is given on a recurrent basis, as
determined by the State of the Operator and includes an examination to determine
competence.
The requirement for recurrent flight training in a particular type of aeroplane is:
¾ The use of aeroplane synthetic flight trainers approved by that State for that
purpose, or
¾ The completion within the appropriate period of the proficiency check
required in that type of aeroplane.
Qualifications
A co-pilot cannot operate at the flight controls during take-off and landing unless:
¾ On the same type of aeroplane within the preceding 90 days, that co-pilot has
operated the flight controls, as pilot-in-command or as co-pilot, during three take-
off and landings, or
¾ Has otherwise demonstrated competence to act as co-pilot on a flight simulator
approved for the purpose.
¾ The route to be flown, and the aerodromes which are to be used. This shall
include knowledge of:
¾ The terrain and minimum safe altitudes
¾ The seasonal meteorological conditions
¾ The meteorological, communication and air traffic facilities, services
and procedures
¾ The search and rescue procedures
¾ The navigational facilities and procedures, including any long-range
navigation procedures, associated with the route along which the
flight is to take place; and
¾ Procedures applicable to flight paths over heavily populated areas and areas
of high air traffic density, obstructions, physical layout, lighting, approach aids
and arrival, departure, holding and instrument approach procedures, and
applicable operating minima.
A pilot-in-command must have made an actual approach into each aerodrome of landing on
the route, accompanied by a pilot who is qualified for the aerodrome, as a member of the
flight crew or as an observer on the flight deck, unless:
¾ The approach to the aerodrome is not over difficult terrain and the instrument
approach procedures and aids available are similar to those with which the
pilot is familiar, and a margin to be approved by the State of the Operator is
added to the normal operating minima, or there is reasonable certainty that
approach and landing can be made in visual meteorological conditions, or
¾ The descent from the initial approach altitude can be made by day in visual
meteorological conditions, or
¾ The operator qualifies the pilot-in-command to land at the aerodrome
concerned by means of an adequate pictorial presentation, or
¾ The aerodrome concerned is adjacent to another aerodrome at which the
pilot-in-command is currently qualified to land.
The operator maintains a record of the qualification of the pilot and of the way the qualification
was granted.
In the event that more than 12 months elapse the pilot must requalify in accordance with the
above rules.
Nomination as Commander
To upgrade to commander from co-pilot the command course must consist of the training
specified in the Operations Manual:
An operator ensures that a pilot’s competence is checked at regular intervals. This includes
compliance with IFR which must be demonstrated to a check pilot or an authority examiner.
These checks are carried out twice within any period of one year. Any two checks which are
similar and which occur within a period of four consecutive months do not satisfy this
requirement.
A flight crew member who uses correcting lenses must have a spare set of the correcting
lenses readily available when flying.
The State of the Operator establishes regulations specifying the limitations applicable to the
flight time and flight duty periods for flight crew members. These regulations make provision
for adequate rest periods and ensure that fatigue occurring either in a flight or successive
flights or accumulated over a period of time due to these and other tasks, does not endanger
the safety of a flight.
Flight manual
The flight manual is updated by implementing changes made mandatory by the State of
Registry.
The aeroplane journey log book should contain the following items and the corresponding
roman numerals:
Entries in the journey logbook should be made as soon as possible after the flight and in ink
or indelible pencil. The completed journey logbook should be retained to provide a continuous
record of the last six months’ operations.
Operations Manual
Checklist of emergency and safety equipment and instructions for its use.
Personnel training
Rules limiting the flight time and flight duty periods and providing for
adequate rest periods for flight crewmembers and cabin attendants.
Flight operations
The flight crew for each type of operation including the designation of the
succession of command.
Specific instructions for the computation of the quantities of fuel and oil to be
carried, having regard to all circumstances of the operation including the
possibility of the failure of one or more powerplants while en route.
The conditions under which oxygen shall be used and the amount of oxygen
carried.
Instructions on the use of normal checklists and the timing of their use.
Allocation of flight crew duties and procedures for the management of crew
workload during night and IMC instrument approach and landing operations.
Aeroplane performance
A route guide to ensure that the flight crew will have, for each flight,
information relating to communication facilities. navigation aids, aerodromes,
and such other information as the operator may deem necessary for the
proper conduct of flight operations.
Aerodrome operating minima for each of the aerodromes that are likely to be
used as aerodromes of intended landing or as alternate aerodromes.
The ground-air visual signal code for use by survivors, as contained in Annex
12.
Dangerous goods
Navigation
Communications
Security
Human Factors
Where required the operator will give the following information to a Rescue Coordination
Centre:
Security
Where a flight compartment door is fitted to an aircraft it must be capable of being locked from
the inside only.
An operator ensures that there is an on board checklist of the procedures for searching for a
bomb in case of suspected sabotage. The checklist is supported by guidance on the course of
action to be taken if a bomb or suspicious object is found. Information is also given on the
least-risk bomb location specific to the aeroplane.
Training programmes
An operator establishes a training programme that enables crew members to act in the most
appropriate manner to minimize the consequences of acts of unlawful interference.
Following an act of unlawful interference the pilot-in-command shall submit, without delay, a
report of such an act to the designated local authority.
Chapter 11.
General Requirements
Introduction
The following chapters refer to JAR-OPS 1. This document is written for Commercial Air
Transportation (Aeroplanes) and is split into two sections:
Section 1 Requirements
b. The Quality System must include a Quality Assurance Programme that contains
procedures designed to verify that operations are being conducted in accordance with
all applicable requirements, standards and procedures.
c. The Quality System and the Quality Manager must be acceptable to the Authority.
a. An operator must establish an accident prevention and flight safety programme which
may be integrated with the Quality System.
The operator ensures that crew members, who are not flight or cabin crew members, have
been trained for their assigned duties.
a. An operator must take all reasonable means to ensure that no person is carried in
any part of an aeroplane other than the passenger compartment unless temporary
access has been granted by the commander to any part of the aeroplane:
ii. Where cargo or stores are carried as long as the compartment is designed to
enable a person to have access while the aeroplane is in flight.
a. A crew member is responsible for the proper execution of his duties that:
i. Are related to the safety of the aeroplane and its occupants; and
ii. Are specified in the instructions and procedures laid down in the Operations
Manual.
b. A crew member:
i. Reports to the commander any incident that has endangered, or may have
endangered, safety; and
ii. Makes use of the operator's incident reporting schemes. In all cases, a copy
of the report(s) is communicated to the commander.
i. While under the influence of any drug that may affect his faculties in a
manner contrary to safety;
ii. Until a reasonable time period has elapsed after deep water diving;
iii. Following blood donation except when a reasonable time period has elapsed;
i. Consume alcohol less than 8 hours prior to the specified reporting time for
flight duty or the commencement of standby;
ii. Commence a flight duty period with a blood alcohol level in excess of 0·2
promille;
iii. Consume alcohol during the flight duty period or whilst on standby.
i. Be responsible for the safe operation of the aeroplane and safety of its
occupants during flight time;
ii. Have authority to give all commands he deems necessary for the purpose of
securing the safety of the aeroplane and of persons or property carried
therein;
iii. Have authority to disembark any person, or any part of the cargo, which, in
his opinion, may represent a potential hazard to the safety of the aeroplane
or its occupants;
vi. Ensure that all passengers are briefed on the location of emergency exits and
the location and use of relevant safety and emergency equipment;
vii. Ensure that all operational procedures and check lists are complied with in
accordance with the Operations Manual;
viii. Not permit any crew member to perform any activity during take-off, initial
climb, final approach and landing except those duties required for the safe
operation of the aeroplane;
xi. Ensure that the pre-flight inspection has been carried out.
f. The commander or the pilot to whom conduct of the flight has been delegated
shall, in an emergency situation that requires immediate decision and action, take
any action he considers necessary under the circumstances. In such cases he
may deviate from rules, operational procedures and methods in the interest of
safety.
a. An operator must ensure that no person, other than a flight crew member, is admitted
to, or carried on, the flight deck unless that person is:
ii. In the interests of safety, admission to the flight deck does not interfere with
the flight's operation; and
iii. All persons carried on the flight deck are made familiar with the relevant
safety procedures.
c. The final decision regarding the admission to the flight deck is the responsibility of the
commander.
The Operator ensures that Portable Electronic Devices that can affect the performance of
aircraft systems are not used.
The operator ensures that no person enters an aeroplane when under the influence of alcohol
or drugs where the safety of the aeroplane or its occupants is likely to be endangered.
a. Operators ensure that the following documents are carried on each flight:
i. Certificate of Registration;
b. Flight crew members carry a valid flight crew licence with appropriate rating(s) on
each flight.
Where documents are stolen the operation is allowed to continue until the flight reaches a
place where replacement documentation can be provided.
i. The relevant sections of the Operations Manual that apply to crew duty;
ii. The parts of the Operations Manual which are required for the conduct of a
flight; and
iii. The current Aeroplane Flight Manual unless the Authority has accepted that
the Operations Manual contains relevant information for that aeroplane.
a. Additional information and forms that the Operator must ensure are carried:
xi. Forms to comply with the reporting requirements of the Authority and the
operator.
(a) Information relevant to the flight and appropriate for the type of operation is
preserved on the ground; and
(b) The information is retained until it has been duplicated; or, if this is
impracticable,
The operator ensures that any person authorised by the Authority is permitted to board and fly
in any aeroplane operated in accordance with an AOC issued by that Authority. They may
enter and remain on the flight deck provided that the commander can refuse access to the
flight deck if, in his opinion, the safety of the aeroplane is compromised.
a. Operators shall:
i. Give any person authorised by the Authority access to any documents and
records which are related to flight operations or maintenance; and
ii. Produce all such documents and records, when requested to do so by the
Authority, within a reasonable period of time.
ii. Where a crew member changes employer, he makes available Flight and
Duty Time Limitations and Rest Requirements to the new operator.
a. Preservation of recordings
iii. When a flight data recorder is required to be carried aboard an aeroplane, the
operator of that aeroplane shall:
(a) Save the recordings for the period of operating time as required
except that, for the purpose of testing and maintaining flight data
recorders, up to one hour of the oldest recorded material at the time
of testing may be erased; and
c. Use of recordings:
i. Cockpit voice recorder recordings may not be used for purposes other than
accident investigation except with the consent of all crew members
concerned.
(b) De-identified; or
a. Terminology
Dry lease Is when the aeroplane is operated under the AOC of the lessee.
Wet lease Is when the aeroplane is operated under the AOC of the lessor.
JAA operator An operator certificated under JAR-OPS Part 1 by one of the JAA
Member States.
c. Leasing of aeroplanes between a JAA operator and any entity other than a JAA
operator
i. Dry lease-in
(b) A JAA operator ensures that, with aeroplanes that are wet leased-in:
iv Wet lease-out.
ii. The lease-in period does not exceed 5 consecutive days; and
The following is a summary of the documentation that has to be kept in an acceptable format.
It also includes the time that the document must be kept for.
Record Time
Operational flight plan 3 months
Aeroplane technical log 24 months after the last date of entry
Route specific NOTAMS/AIS briefing 3 months
documentation if edited by the
operator
Mass and Balance Documentation 3 months
Notification of special loads including 3 months
dangerous goods
Reports
Record Time
Journey log 3 months
Flight reports recording details of an 3 months
occurrence (JAR OPS 1.420) or any
event the commander deems
necessary to report
Reports on exceeding duty time, to 3 months
include reducing rest periods
Record Time
Flight duty and rest time 15 months
Licence As long as the flight crew member is
exercising the privileges of the licence
for the operator
Conversion training and checking 3 years
Command course 3 years
Recurrent training and checking 3 years
Training and checking to operate in 3 years
either pilot’s seat
Recent experience 15 months
Route and aerodrome competence 3 years
Training and qualifications for 3 years
specific operations when required by
JAR OPS (ETOPS, CAT II/III etc)
Dangerous goods training 3 years
Other Records
Record Time
Records on cosmic and solar Until 12 months after the crew
radiation dosage member has left the employ of the
operator
Quality System 5 years
Dangerous Goods (Transport 3 months after completion of the flight
Document and Acceptance
Checklist)
b. An applicant for an AOC must allow the Authority to examine all safety aspects of the
proposed operation.
d. With the mutual agreement of the Authority issuing the AOC and another Authority,
aeroplanes registered on the national register of the second-named Authority may be
operated.
e. The operator must allow the Authority access to his organisation and to ensure
compliance with JAR-OPS.
i. Flight operations;
ii. The maintenance system;
iii. Crew training; and
iv. Ground operations.
4. A person may hold more than one nominated post when this is acceptable to the
authority. Where 21 or more staff are employed then 2 people must be employed
to cover the 4 posts.
5. Ensured that every flight is conducted in accordance with the provisions of the
Operations Manual.
6. Arranged appropriate ground handling facilities to ensure the safe handling of its
flights.
7. Ensure that its aeroplanes are equipped and its crews are qualified, as required
for the area and type of operation.
8. Complied with the maintenance requirements, in accordance with Subpart M, for
all aeroplanes operated under the terms of its AOC.
9. Provided the Authority with a copy of the Operations Manual and all amendments
or revisions to it.
10. Maintained operational support facilities at the main operating base, appropriate
for the area and type of operation.
b. The operator must notify the Authority as soon as practicable of any changes to the
information submitted.
c. If the Authority is not satisfied that the requirements have been met, they may require
the conduct of one or more demonstration flights, operated as if they were
commercial air transport flights.
The operator is responsible for operational control and establishing and maintaining a method
of supervision of flight operations approved by the Authority.
The operator provides an Operations Manual for the use and guidance of operations
personnel.
The operator ensures that all personnel are properly instructed, have demonstrated their
abilities in their particular duties and are aware of their responsibilities and the relationship of
such duties to the operation as a whole.
a. An operator establishes:
i. Procedures and instructions, for each aeroplane type, containing ground staff
and crew members' duties both on the ground and in flight.
ii. Establishes a check-list system to be used by crew members for all phases of
operation of the aeroplane under normal, abnormal and emergency
conditions as applicable, to ensure that the operating procedures in the
Operations Manual are followed.
b. The operator cannot make a crew member perform any activity during critical phases
of the flight other than those required for the safe operation of the aeroplane. The
critical phases of flight are:
¾ Take-off run
¾ Take-off flight path
¾ Final approach
¾ Landing including the landing roll
¾ Any other phase at the discretion of the commander
¾ Take-off run
¾ Take-off flight path
¾ Final approach
¾ Landing and landing roll
¾ Other phases of flight at the discretion of the commander
The operator is to ensure that Air Traffic Services are used for all flights whenever available.
PRMs are not to be allocated or occupy seats where their presence could:
i. The hand baggage taken into the passenger cabin can be adequately and
securely stowed.
ii. All baggage and cargo on board, which might cause injury or damage, or
obstruct aisles and exits if displaced, is placed in stowages designed to
prevent movement.
The operator establishes procedures to ensure that passengers are seated where, if an
emergency evacuation is required, they may best assist and not hinder evacuation from the
aeroplane.
Passengers are given a verbal briefing about safety matters. An audio/visual presentation
may be used to give the briefing. In addition, a safety briefing card on which picture type
instructions indicate the operation of emergency equipment and exits likely to be used by
passengers.
¾ Smoking regulations
¾ Back of the seat in the upright position and tray table stowed
¾ Location of emergency exits
¾ Location and use of floor markings
¾ Stowage of hand baggage
¾ Restrictions on the use of portable electronic devices
¾ The location and contents of the safety card
¾ Smoking regulations
¾ Use of safety belts/harnesses
¾ Smoking regulations
¾ Use of safety belts/harnesses
¾ Back of the seat in the upright position and tray table stowed
¾ Re-stowage of hand baggage
¾ Restrictions on the use of portable electronic devices
¾ Smoking regulations
¾ Use of safety belts/harnesses
Crewmembers
Each crewmember has to be properly secured by all safety belts and harnesses:
In other phases of flight each flight crewmember shall keep the safety belt fastened
whilst at their station.
Passengers
The commander ensures that each passenger occupies a seat with the safety belt or
harness fastened:
Multiple occupancy of seats is not allowed. Except in the case of adult and infant
where a loop belt is used to secure the infant.
The following are people who should not be allocated seats which permit direct access to
emergency exits:
¾ People suffering from obvious physical or mental handicap to the extent that they
would have difficulty in moving quickly if asked to do so
¾ Blind or substantially deaf persons to the extent that they may not be able to
readily assimilate printed or verbal instructions
¾ Passengers who because of age or sickness are too frail to move quickly
¾ Obese passengers who have difficulty in moving quickly
¾ Children and infants
¾ Deportees or prisoners in custody
¾ Passengers with animals
b. The commander ensures that before take-off and landing, and whenever deemed
necessary in the interest of safety, all equipment and baggage is properly secured.
This does not prohibit in-flight calculation of minima for a non-planned alternate
aerodrome if carried out in accordance with an accepted method.
b. In establishing aerodrome operating minima the operator must take full account of:
a. The take-off
b. The approach
c. The flare
d. The landing roll-out and
e. The missed approach;
vi. The obstacles in the approach, missed approach and the climb-out areas
required for the execution of contingency procedures and necessary
clearance;
vii. The obstacle clearance altitude/height for the instrument approach
procedures; and
viii. The means to determine and report meteorological conditions.
a. Take-off Minima
i. General
ii. Visual reference. The take-off minima must be selected to ensure sufficient
guidance to control the aeroplane in the event of both:
(a) For multi-engined aeroplanes, whose performance is such that, in the event
of a critical power unit failure at any point during take-off, the aeroplane can
either stop or continue the take-off to a height of 1500 ft above the
aerodrome while clearing obstacles by the required margins, the take-off
minima established by an operator must be expressed as RVR/Visibility
values not lower than those given in Table 1 below except as provided in
paragraph (iv) below:
b. Non-Precision approach
i. System minima
System minima
Facility Lowest MDH
ILS (no glide path - LLZ) 250 ft
SRA (terminating at ½ NM) 250 ft
SRA (terminating at 1 NM) 300 ft
SRA (terminating at 2 NM) 350 ft
VOR 300 ft
VOR/DME 250 ft
NDB 300 ft
VDF (QDM and QGH) 300 ft
ii. Minimum Descent Height An operator must ensure that the minimum
descent height for a non-precision approach is not lower than either:
iv. Required RVR. The lowest minima to be used by an operator for non-
precision approaches are:
Note 1 Full facilities comprise runway markings, 720 m or more of HI/MI approach
lights, runway edge lights, threshold lights and runway end lights. Lights must
be on.
Note 2 Intermediate facilities comprise runway markings, 420-719 m of HI/MI
approach lights, runway edge lights, threshold lights and runway end lights.
Lights must be on.
Note 3 Basic facilities comprise runway markings, <420 m of HI/MI approach lights,
any length of LI approach lights, runway edge lights, threshold lights and
runway end lights. Lights must be on.
Note 4 Nil approach light facilities comprise runway markings, runway edge lights,
threshold lights, runway end lights or no lights at all.
Note 5 The tables are only applicable to conventional approaches with a nominal
descent slope of not greater than 4. Greater descent slopes will usually
require that visual glide slope guidance (e.g. PAPI) is also visible at the
Minimum Descent Height.
Note 6 The above figures are either reported RVR or meteorological visibility
converted to RVR as in sub-paragraph (h) below.
Note 7 The MDH mentioned in Table 4a, 4b, 4c and 4d refers to the initial calculation
of MDH. When selecting the associated RVR, there is no need to take
account of a rounding up to the nearest ten feet, which may be done for
operational purposes, e.g. conversion to MDA.
ii. Decision Height An operator must ensure that the decision height to
be used for a Category I precision approach is not lower than:
iii. Visual Reference A pilot may not continue an approach below the
Category I decision height, determined in accordance with sub-paragraph
c.(ii) above, unless at least one of the following visual references for the
intended runway is distinctly visible and identifiable to the pilot:
Category I minima
Decision Height Facilities/RVR
(Note 7)
Full Inter Basic Nil
(Notes 1 & 6) (Notes 1 & 6) (Notes 1 & 6) (Notes 1 & 6)
200 ft 550 m 700 m 800 m 1000 m
201 to 250 ft 600 m 700 m 800 m 1000 m
251 to 300 ft 650 m 800 m 900 m 1200 m
301 ft and above 800 m 900 m 1000 m 1200 m
Note 1 Full facilities comprise runway markings, 720 m or more of HI/MI approach
lights, runway edge lights, threshold lights and runway end lights. Lights must
be on.
Note 2 Intermediate facilities comprise runway markings, 420-719 m of HI/MI
approach lights, runway edge lights, threshold lights and runway end lights.
Lights must be on.
Note 3 Basic facilities comprise runway markings, <420 m of HI/MI approach lights,
any length of LI approach lights, runway edge lights, threshold lights and
runway end lights. Lights must be on.
Note 4 Nil approach light facilities comprise runway markings, runway edge lights,
threshold lights, runway end lights or no lights at all.
Note 5 The above figures are either the reported RVR or meteorological visibility
converted to RVR in accordance with paragraph h.
Note 6 The Table is applicable to conventional approaches with a glide slope angle
up to and including 4.
Note 7 The DH mentioned in the Table 5 refers to the initial calculation of DH. When
selecting the associated RVR, there is no need to take account of a rounding
up to the nearest ten feet, which may be done for operational purposes, (e.g.
conversion to DA).
vi. Night operations For night operations at least runway edge, threshold
and runway end lights must be on.
(a) A decision height below 200 ft but not lower than 100 ft; and
(b) A runway visual range of not less than 300 m.
ii. Decision Height An operator must ensure that the decision height for
a Category II operation is not lower than:
iii. Visual reference A pilot may not continue an approach below the
Category II decision height determined in accordance with sub-paragraph
d.ii above unless visual reference containing a segment of at least 3
consecutive lights being the centre line of the approach lights, or touchdown
zone lights, or runway centre line lights, or runway edge lights, or a
combination of these is attained and can be maintained. This visual reference
must include a lateral element of the ground pattern, i.e. an approach lighting
crossbar or the landing threshold or a barette of the touchdown zone lighting.
Category II minima
Decision Height Auto-Coupled to Below DH
(Note 1)
RVR/Aeroplane RVR/Aeroplane
Category A, B and C Category D
100 to 120 ft 300 m 300 m (Note 2)/350 m
121 to 140 ft 400 m 400 m
141 ft and above 450 m 450 m
Note Where the decision height (DH) and runway visual range
(RVR) do not fall within the same Category, the RVR will determine in
which Category the operation is to be considered.
(a) For Category IIIA operations, and for Category IIIB operations with
fail-passive flight control systems, a pilot may not continue an
approach below the decision height determined in accordance with
sub-paragraph e.ii above unless a visual reference containing a
segment of at least 3 consecutive lights being the centreline of the
approach lights, or touchdown zone lights, or runway centre line
lights, or runway edge lights, or a combination of these is attained
and can be maintained.
v. Required RVR The lowest minima to be used by an operator for Category III
operations are:
Table 7: RVR for Cat III approach vs. DH and roll-out control/guidance system.
f. Circling
Aeroplane Category
A B C D
MDH 400 ft 500 ft 600 ft 700 ft
Minimum 1500 m 1600 m 2400 m 3600 m
Meteorological
Visibility
ii. Circling with prescribed tracks is an accepted procedure within the meaning
of this paragraph.
g. Visual Approach An operator shall not use an RVR of less than 800 m for a
visual approach.
If both VSO and VS1G are available, the higher resulting VAT shall be used. The aeroplane
categories corresponding to VAT values are in the Table below:
The landing configuration which is to be taken into consideration shall be defined by the
operator or by the aeroplane manufacturer.
i. An operator may impose a permanent, lower, landing mass, and use this mass for
determining the VAT if approved by the Authority.
ii. The category defined for a given aeroplane shall be a permanent value and thus
independent of the changing conditions of day-to-day operations.
a. Terms used in this Subpart and not defined in JAR-1 have the following meaning:
Flight control system A system which includes an automatic landing system and/or
a hybrid landing system.
Fail-Passive flight control system A flight control system is fail-passive if, in the
event of a failure, there is no significant out-of-trim condition or deviation of flight path
or attitude but the landing is not completed automatically. For a fail-passive automatic
flight control system the pilot assumes control of the aeroplane after a failure.
To establish approval:
If the number of unsuccessful approaches exceeds 5% of the total then the evaluation
programme is extended in 10 approach and landing steps until the failure rate is less than
5%.
f. Transitional Periods
After completing 6 months Category II/IIIA operations the operator may be approved
for Category IIIB operations. Higher minima than those published may be imposed for
a period of time.
a. An operator shall not use an aerodrome for Category II or III operations unless the
aerodrome is approved for such operations by the State in which the aerodrome is
located.
b. An operator shall verify that Low Visibility Procedures (LVP) have been established,
and will be enforced, at those aerodromes where low visibility operations are to be
conducted.
a. An operator shall ensure that, prior to conducting Low Visibility Take-Off, Category II
and III operations:
b. The flight crew qualification is specific to the operation and the aeroplane type.
a. An operator must establish procedures and instructions to be used for Low Visibility
Take-Off and Category II and III operations. These procedures must be included in
the Operations Manual and contain the duties of flight crew members during taxying,
take-off, approach, flare, landing, roll-out and missed approach as appropriate.
a. An operator must include in the Operations Manual the minimum equipment that has
to be serviceable at the commencement of a Low Visibility Take-off or a Category II
or III approach in accordance with the AFM or other approved document.
b. The commander shall satisfy himself that the status of the aeroplane and of the
relevant airborne systems is appropriate for the specific operation to be conducted.
Note 1 When the height of the transition altitude is lower than 3050 m (10 000 ft) AMSL, FL
100 should be used in lieu of 10 000ft.
Note 2 Cat A and B aeroplanes may be operated in flight visibilities down to 3000 m,
provided the appropriate ATS authority permits use of a flight visibility less than 5 km,
and the circumstances are such, that the probability of encounters with other traffic is
low, and the IAS is 140 kt or less.
¾ Commence take-off, or
¾ Continue beyond the point from which a revised flight plan applies in the event of
in-flight replanning
unless information indicates that the expected weather at the destination and/or the required
alternates are at or above the planning minima.
unless information indicates that the expected weather at the destination and/or the required
alternates are at or above the planning minima.
An IFR flight shall not continue towards the planned destination unless the latest information
indicates that at the ETA the weather conditions at:
¾ The destination, or
¾ At least one destination alternate
VFR flights shall not be commenced unless the current meteorological reports and forecasts
indicate that the flight along the route can be flown under VFR.
The pilot of a flight can commence an instrument approach regardless of the reported
RVR/Visibility. The approach shall not be continued beyond the outer marker or equivalent
position if the reported RVR/Visibility is less than the minima required in IEM – OPS 1.405a.
If the aircraft has passed the outer marker and the RVR falls below the applicable minima
then the approach may be continued to DA/DH or MDA/MDH as applicable.
Where RVR is not available then the RVR values are derived using the reported visibility.
If no outer marker or equivalent position exists then the pilot shall make the decision to
continue or abandon the approach before descending below 1000 ft above the aerodrome on
the final approach segment. Where the MDA/MDH is at or above 1000 ft above the
aerodrome the operator will establish a height below which the aeroplane is not to descend.
The approach may be continued below DA/DH or MDA/MDH and the landing completed
provided that the required visual reference is established.
¾ The minimum value for the mid point is 125 m or the required RVR value for the
touch down zone if less, and
¾ 75 m for the stop end
Where an aeroplane is fitted with a roll out guidance or control system the minimum value for
the mid point RVR is 75 m.
In-flight Fuel Checks The commander ensures that fuel checks are carried out
during flight at regular intervals. The remaining fuel is recorded to:
In-flight Fuel Management Where an in-flight fuel check shows that the
remaining fuel will be less than the required alternate fuel plus final reserve the
commander must assess the traffic, operational conditions prevailing at:
when deciding to proceed to destination or to divert so as to land with not less than
the final reserve
The landing mass of an aeroplane must not exceed the maximum landing mass specified for
the altitude and the ambient temperature expected for the estimated time of landing.
Where the missed approach gradient is greater than 2.5% then the operator must verify that
the expected landing mass allows the missed approach with a climb gradient equal to or
greater than the applicable missed approach gradient in the one-engine inoperative
configuration and speed.
Where a DH is less than 200 ft the operator must verify that the landing mass allows a missed
approach gradient of climb, with the critical engine failed, at the speed and configuration for
go-around of at least 2.5%.
Use of alternate methods to the above can only be approved by the authority.
In an aeroplane where fuses are used the number of spare fuses available for use in flight
must be equal to:
An aeroplane with a maximum certificated take-off mass of more than 5700 kg must be
equipped with a windshield wiper or equivalent for each pilot station.
An aeroplane flying day VFR must have the following flight and navigational equipment:
¾ Magnetic compass
¾ An accurate timepiece showing the time in hours, minutes and seconds
¾ A sensitive pressure altimeter calibrated in feet with a sub-scale setting calibrated
in hPa adjustable for any pressure likely to be set in flight
¾ An airspeed indicator calibrated in knots
¾ A vertical speed indicator
¾ A turn and slip indicator or a turn coordinator incorporating a slip indicator
¾ An attitude indicator
¾ A stabilised direction indicator
¾ An outside air temperature gauge visible to the crew
Where two pilots are required the second pilot’s station shall have the following separate
instruments:
A turn and slip indicator, or a turn coordinator incorporating a slip indicator or both an attitude
indicator and a slip indicator can replace the following instruments:
The airspeed indicating system must be equipped with a pitot heat system or equivalent.
Where duplicate instruments are required then separate displays are provided.
All aeroplanes must be fitted with a system that shows when power is not adequately
supplied.
Aircraft with compressibility limitations not indicated by the required airspeed indicators must
have a Mach Number Indicator.
Day VFR operations cannot be conducted unless the aeroplane is equipped with a headset
with boom microphone or equivalent for each flight crew member.
JAR-OPS 1.652 - IFR or Night Operations - Flight and Navigation Instruments and
Associated Equipment
¾ Magnetic compass
¾ An accurate timepiece showing the time in hours, minutes and seconds
¾ Two sensitive pressure altimeters calibrated in feet with a sub-scale setting
calibrated in hPa adjustable for any pressure likely to be set in flight. A three
pointer altimeter is not acceptable.
¾ An airspeed indicator calibrated in knots with heated pitot system including a
warning system (This does not apply to aircraft of maximum certificated take-off
mass of 5700 kg or less with a maximum seating capacity of 9 or less where the
C of A was first issued before 1 April 1998).
¾ A vertical speed indicator
¾ A turn and slip indicator
¾ An attitude indicator
¾ A stabilised direction indicator
¾ An outside air temperature gauge visible to the crew
¾ Two independent static pressure systems (Propeller driven aircraft of maximum
certificated take-off mass of 5700 kg or less are allowed one static pressure
system and one alternate source of static pressure).
Where the maximum certificated take-off mass is greater than 5700 kg and the passenger
seating configuration is more than 9 seats then the aircraft must be equipped with an
additional standby attitude indicator (artificial horizon) capable of being used from either pilot
station that:
¾ Is powered continuously during normal operation and after a total failure of the
normal electrical system is powered from an independent source
¾ Provides reliable information for a minimum of 30 minutes after a failure
¾ Operates independently of other attitude indicating systems
¾ Operates automatically after a failure
¾ Is appropriately illuminated
Where the standby indicator is certified under JAR 25 the turn and slip indicators may be
replaced by slip indicators.
¾ A chart holder which must also be illuminated and in an easily readable position
¾ A means of indicating when power is not being supplied correctly
Aircraft with compressibility limitations not indicated by the required airspeed indicators must
have a Mach Number Indicator.
Day VFR operations cannot be conducted unless the aeroplane is equipped with a headset
with boom microphone or equivalent for each flight crewmember.
Note 1 For local flights (A – A, 50 nm radius, not more than 60 minutes duration) serials 9b,
10b and 11b can be replaced by either:
Note 2 The substitute instruments in Note 1 are to be provided at each pilot station
Note 4 For IFR at night a turn and slip indicator or a slip indicator and a third standby attitude
indicator certified to JAR 25 is required
Note 5 Three pointer or drum pointer altimeters do no not satisfy the requirement
a. The operator cannot operate a turbine propeller powered aeroplane with a maximum
certificated take-off mass in excess of 5700 kg or having a maximum approved passenger
seating configuration of more than 9 seats or a turbojet powered aeroplane unless it is
equipped with an altitude alerting system capable of:
Aeroplanes with a maximum certificated take-off mass of 5700 kg or less having a maximum
approved passenger seating configuration of more than 9 and first issued with an individual
certificate of airworthiness in a JAA Member State or elsewhere before 1 April 1972 and
already registered in a JAA Member State on 1 April 1995 are exempted.
The ground proximity warning system required by this paragraph must automatically provide,
by means of aural signals, which can be supplemented by visual signals, warning to the flight
crew of:
i. Sink rate
ii. Ground proximity
iii. Altitude loss after take-off or go-around
iv. Incorrect landing configuration and
v. Downward glideslope deviation.
The TAWS must automatically provide the Flight Crew by means of aural and visual signals
and a Terrain Awareness Display with sufficient alerting time to prevent controlled flight into
terrain events and provide a forward looking capability and terrain clearance floor
i. A pressurised aeroplane; or
ii. An unpressurised aeroplane which has a maximum certificated take-off mass
of more than 5700 kg; or
iii. An unpressurised aeroplane having a maximum approved passenger seating
configuration of more than 9 seats after 1 April 1999,
unless it is equipped with airborne weather radar equipment whenever such an aeroplane is
being operated at night or in instrument meteorological conditions in areas where
thunderstorms or other potentially hazardous weather conditions, regarded as detectable with
airborne weather radar, may be expected to exist along the route.
a. The operator cannot operate an aeroplane with a maximum certificated take-off mass
exceeding 15 000 kg or having a maximum approved passenger seating configuration of
more than 19 unless it is equipped with a crew member interphone system.
Aeroplanes first issued with an individual certificate of airworthiness in a JAA member State
or elsewhere before 1 April 1965 and already registered in a JAA member State on 1 April
1995 are exempt.
iii. Be readily accessible for use from each of the required flight crew stations in
the flight crew compartment;
b. A means for opening each door that separates a passenger compartment from
another compartment that has emergency exit provisions. The means for opening must be
readily accessible;
d. A sign on each internal door or adjacent to a curtain that is the means of access to a
passenger emergency exit, to indicate that it must be secured open during take off and
landing; and
e. A means for any member of the crew to unlock any door that is normally accessible to
passengers and that can be locked by passengers.
A pressurised aeroplane shall not be operated above 25 000 ft when a cabin crew member is
required to be carried unless it is equipped with a supply of undiluted oxygen for passengers
who for physiological reasons might require oxygen following a cabin depressurisation .
The amount of oxygen is calculated using an average flow rate of 3 litres per minute. The
amount has to be sufficient for the remainder of the flight after depressurisation when the
cabin altitude exceeds 8000 ft but does not exceed 15 000 ft for at least 2% of the
The amount required for a particular operation is determined on cabin pressure altitudes and
flight duration.
The equipment has to be capable of generating a mass flow to each user of at least 4 litres
per minute. The equipment may be fitted with a device to reduce this flow to 2 litres per
minute at any altitude.
First aid oxygen is provided for those passengers who require oxygen after supplemental
oxygen has been exhausted.
The calculation of the amount of first aid oxygen required takes into account that after a
depressurisation the supplemental oxygen should be sufficient to cope with:
After depressurisation an emergency descent should be carried out to the lowest altitude
compatible with safety. The aircraft should land at the nearest available airfield at the earliest
opportunity.
An aeroplane cannot be operated under IFR unless it is equipped with an audio selector
panel accessible to each required flight crew member.
JAR-OPS 1.860 - Radio Equipment for Operations Under VFR Over Routes Navigated
by Reference to Visual Landmarks
The operator cannot operate an aeroplane under VFR over routes that can be navigated by
reference to visual landmarks, unless it is equipped with the radio equipment, communication
and SSR transponder equipment necessary for the following following:
a. An operator cannot operate an aeroplane under IFR, or under VFR over routes that
cannot be navigated by reference to visual landmarks, unless the aeroplane is equipped with
radio (communication and SSR transponder) and navigation equipment required by the
appropriate ATS authority.
b. Radio equipment. The operator ensures that radio equipment comprises not less
than:
d. An operator may operate an aeroplane that is not equipped with the navigation
equipment above, provided that it is equipped with alternative equipment by the Authority.
The reliability and the accuracy of alternative equipment must allow safe navigation for the
intended route.
e. The operator has to ensure that the VHF communications equipment, ILS Localiser
and VOR Receivers installed on aircraft to be operated in IFR comply with the FM immunity
performance standards.
Regional Supplementary Procedures Doc 7030 specifies the minimum equipment required.
The navigation equipment must be visible and usable by the pilot seated at his duty station.
Aeroplane Maintenance
Preflight inspection means the inspection carried out before flight to ensure that
the aeroplane is fit for the intended flight. It does not include defect rectification.
JAR-OPS 1.885 - Application for and Approval of the Operator's Maintenance System
a. For the approval of the maintenance system, an applicant for the initial issue,
variation and renewal of an AOC have to submit the following documents:
b. The operator must employ personnel acceptable to the Authority to ensure that all
maintenance is carried out on time to an approved.
c. The operator must provide suitable office accommodation at appropriate locations for
the maintenance personnel.
a. For maintenance purposes, the operator's quality system must include the following
functions in addition to the normal requirements:
i. Monitoring that the activities are being performed in accordance with the
accepted procedures;
ii. Monitoring that all contracted maintenance is carried out in accordance with
the contract; and
iii. Monitoring the continued compliance with the requirements of this Subpart.
JAR-OPS 1.930 - Continued Validity of the Air Operator Certificate in Respect of the
Maintenance System
The operator must comply with the General Rules for an AOC to ensure continued validity of
the air operator's certificate in respect of the maintenance system.
a. An operator has to ensure that operations are only conducted along such routes or in
areas, for which:
b. The operations have to comply with any restriction on the routes or the areas of
operation, imposed by the Authority.
a. The operator ensures that an operational flight plan is completed for each intended
flight.
The operator can only authorise the use of aerodromes that are adequate for the type of
aeroplane and operation concerned.
When choosing an aerodrome the operator should take account of the following:
a. For an ETOPS en-route alternate aerodrome, the following additional points should
be considered.
An operator cannot operate an aeroplane without RVSM approval where the vertical
separation minimum of 300m (1000ft) applies unless approved to do so by the Authority.
An operator cannot operate aeroplanes in MNPS, RNP or RNAV airspace without the
approval of the authority.
the distance flown in 120 minutes, or if approved by the authority up to 180 minutes
for turbojet aeroplanes, at the one-engine-inoperative cruise speed determined in
accordance with subparagraph (b) below;
whichever is less.
¾ FL 170; or
¾ At the maximum flight level to which the aeroplane, with one
engine inoperative, can climb, and maintain, using the gross rate
of climb specified in the AFM,
whichever is less.
¾ FL 80; or
¾ At the maximum flight level to which the aeroplane, with one
engine inoperative, can climb, and maintain, using the gross rate
of climb specified in the AFM,
whichever is less.
c. The operator must ensure that the following data is included in the Operations
Manual:
Note: The speeds and altitudes (flight levels) specified above are only intended to be used for
establishing the maximum distance from an adequate aerodrome.
The operator cannot operate an aeroplane with an approved passenger seating configuration
of more than 30 passengers on overwater flights at a distance from land suitable for making
an emergency landing:
whichever is the lesser, unless the aeroplane complies with the ditching requirements
prescribed in the applicable airworthiness code.
Performance Class A
a. The operator ensures that with one engine inoperative an aeroplane flies above the
minimum en-route altitude along the planned route. The net flight path must have a positive
gradient at 1500 ft above the aerodrome where the landing is made after engine failure. If ice
protection systems are required, the effect of their use on the net flight path must be taken
into account.
b. The gradient of the net flight path must be positive at least 1000 ft above all terrain
and obstructions along the route within 9.3 km (5 nm) on either side of the intended track.
c. The net flight path must permit the aeroplane to continue flight from the cruising
altitude to an aerodrome where a landing can be made. The net flight path must clear
vertically, by at least 2000 ft, all terrain and obstructions along the route within 9.3 km (5 nm)
on either side of the intended track with regard to the conditions set out below:
i. The engine is assumed to fail at the most critical point along the route;
ii. Account is taken of the effects of winds on the flight path;
iii. Fuel jettisoning is permitted to an extent consistent with reaching the
aerodrome with the required fuel reserves, if a safe procedure is used; and
iv. The aerodrome where the aeroplane is assumed to land after engine failure
must meet the following criteria:
d. Where the navigation accuracy cannot meet the 95% containment level an operator
can increase the width margins to 18.5 km (10 nm).
The high terrain or obstacle analysis required may be carried out in one of two ways, as
explained below.
A detailed analysis of the route should be made using contour maps of the high terrain and
plotting the highest points within the prescribed width margins. The next step is to determine
whether it is possible to maintain level flight with one engine inoperative 1000 ft above the
highest point of the crossing. If this is not possible, or if the associated weight penalties are
unacceptable, a driftdown procedure should be worked out, based on engine failure at the
most critical point and clearing critical obstacles during the driftdown by at least 2000 ft. The
minimum cruise altitude is determined by the intersection of the two driftdown paths, taking
into account allowances for decision making. This method is time consuming and requires the
availability of detailed terrain maps.
Alternatively, the published minimum flight altitudes (Minimum En route Altitude, (MEA), or
Minimum Off Route Altitude, (MORA)) may be used for determining whether one engine
inoperative level flight is feasible at the minimum flight altitude or it is necessary to use the
published minimum flight altitudes as the basis for the driftdown. This procedure avoids a
detailed high terrain contour analysis but may be more penalising than taking the actual
terrain profile into account.
Note: MEA or MORA normally provide the required 2000 ft obstacle clearance for driftdown.
However, at and below 6000 ft altitude, MEA and MORA cannot be used directly as
only 1000 ft. clearance is ensured.
JAR-OPS 1.505 - En-route - Aeroplanes with Three or More Engines, Two Engines
Inoperative
a. The operator ensures that at no point along the intended track is an aeroplane with
three or more engines more than 90 minutes, at the all-engines long range cruising speed at
standard temperature in still air, away from an aerodrome at which the performance
b. The two engines inoperative en-route net flight path data must permit the aeroplane
to continue the flight, in the expected meteorological conditions, from the point where two
engines are assumed to fail simultaneously, to an aerodrome at which it is possible to land
safely. The net flight path must clear vertically, by at least 2000 ft all terrain and obstructions
along the route within 9.3 km (5 nm) on either side of the intended track. If ice protection
systems are used then the effect of their use on the net flight path data must be taken into
account. If the navigational accuracy does not meet the 95% containment level, an operator
must increase the width margin to 18.5 km (10 nm).
c. The two engines are assumed to fail at the most critical point of the route where the
aeroplane is more than 90 minutes, at the all engines long range cruising speed at standard
temperature in still air, away from an aerodrome at which the performance requirements are
met.
d. The net flight path must have a positive gradient at 1500 ft above the aerodrome
where the landing is assumed to be made after the failure of two engines.
f. The expected mass of the aeroplane at the point where the two engines are assumed
to fail must not be less than that which would include sufficient fuel to proceed to an
aerodrome where the landing is assumed to be made, and to arrive there at least 1500 ft
directly over the landing area and thereafter to fly level for 15 minutes.
Performance Class B
a. The operator ensures that the aeroplane in the event of an engine failure, can fly
above the relevant minimum altitudes for safe flight stated in the Operations Manual to a point
1000 ft above an aerodrome.
i. The aeroplane is flying at an altitude where the rate of climb equals 300 ft per
minute with all engines operating.
ii. The en-route gradient with one engine inoperative shall be the gross gradient
of descent or climb respectively increased or decreased by a gradient of
0.5%.
a. The aeroplane must be capable of reaching a place where a safe forced landing can
be made. For landplanes, a place on land is required. This point should be 100 ft above the
intended landing area.
i. The aeroplane is flying at an altitude where the rate of climb is less than 300
ft per minute; and
ii. The assumed en-route gradient shall be the gross gradient of descent
increased by a gradient of 0·5%.
Performance Class C
a. The aeroplane must be capable of a rate of climb of at least 300 ft per minute with all
engines operating and be able to satisfy the engine inoperative limitations.
a. The operator ensures that the aeroplane will, in the event of a failure at any point on
its route or on any planned diversion and with the other engine or engines operating, be
capable of continuing the flight from the cruising altitude to an aerodrome where a landing can
be made clearing obstacles within 9.3 km (5 nm) either side of the intended track by a vertical
interval of at least:
b. The flight path must have a positive slope at an altitude of 450 m (1500 ft) above the
aerodrome where the landing is assumed to be made after the failure of one engine.
c. The available rate of climb of the aeroplane is taken to be 150 ft per minute less than
the gross rate of climb specified.
d. The width margins are increased to 18.5 km (10 nm) if the navigational accuracy
does not meet the 95% containment level.
a. At no point along the intended track, will an aeroplane with three or more engines be
more than 90 minutes at the all-engine long range cruising speed at standard temperature in
still air, away from an aerodrome at which the performance requirements applicable at the
expected landing mass are met unless it complies with the paragraphs below.
b. The two-engines inoperative flight path shown must permit the aeroplane to continue
the flight clearing all obstacles within 9.3 km (5 nm) either side of the intended track by a
vertical interval of at least 2000 ft, to an aerodrome at which the performance requirements
are met.
c. The two engines are assumed to fail at the most critical point of that portion of the
route where the aeroplane is more than 90 minutes away from an aerodrome at which the
performance requirements applicable at the expected landing mass are met.
d. The expected mass of the aeroplane at the point where the two engines are assumed
to fail must not be less than that which would include sufficient fuel to proceed to an
aerodrome where the landing is assumed to be made, and to arrive there at an altitude of a
least 450 m (1500 ft) directly over the landing area and thereafter to fly level for 15 minutes.
e. The available rate of climb of the aeroplane shall be taken to be 150 ft per minute
less than that specified.
f. The width margins are increased to 18·5 km (10 nm) if the navigational accuracy
does not meet the 95% containment level.
g. Fuel jettisoning is permitted as long as the aircraft can reach the aerodrome with the
required fuel reserves. A safe procedure must be used.
a. The operator establishes procedures for the selection of destination and/or alternate
aerodromes.
i. For two-engined aeroplanes in accordance with the AFM in still air standard
conditions based on the actual take-off mass:
ii. Two hours flight time at a one-engine-inoperative cruising speed in still air
standard conditions based on the actual take-off mass for three and four-
engined aeroplanes; and
iii. If the AFM does not contain a one-engine-inoperative cruising speed, the
speed to be used for calculation must be that which is achieved with the
remaining engine(s) set at maximum continuous power.
c. The operator must select at least one destination alternate for each IFR flight unless:
i. Both:
(a) The duration of the planned flight from take-off to landing does not
exceed 6 hours; and
(b) Two separate runways are available at the destination and the
meteorological conditions prevailing are such that, for the period from
one hour before until one hour after the expected time of arrival at
destination, the ceiling will be at least 2000 ft or the circling height
+ 500 ft whichever is the greater. Visibility must be at least 5 km.; or
i. The appropriate weather reports or forecasts for the destination indicate that
during a period commencing 1 hour before and ending 1 hour after the
estimated time of arrival, the weather conditions will be below the applicable
planning minima; or
ii. No meteorological information is available.
The en-route alternate should be located within a circle having a radius equal to 20% of the
total flight plan distance:
¾ the centre of which lies on the planned routes at a distance from the destination
of 25% of the total flight plan distance, or
¾ at least 20% of the total flight plan distance plus 50 nm
Note 1 RVR.
Note 2 The ceiling must be at or above the MDH.
¾ They are separate landing surfaces which may overlay or cross such that if one
runway is blocked it will not prevent the planned type of operations on the other
runway, and
¾ Each of the landing surfaces has a separate approach procedure based on a
separate aid
d. Planning minima for an ETOPS en-route alternate. When selecting ETOPS en-
route alternate aerodrome unless the appropriate weather reports or forecasts for a period
commencing 1 hour before and ending 1 hour after the expected time of arrival at the
aerodrome, the weather conditions will be at or above the planning minima prescribed below,
and in accordance with the operator's ETOPS approval.
or
at least 1 approach
procedure based on 1 aid
serving 1 runway
Precision Approach Cat II, III Precision Approach Cat I Non-Precision Approach
(ILS, MLS) Minima Minima
a. The operator specifies aerodrome operating minima for each departure, destination
or alternate aerodrome authorised to be used.
c. The minima for a specific type of approach and landing procedure are considered
applicable if:
i. The ground equipment shown on the respective chart required for the
intended procedure is operative;
ii. The aeroplane systems required for the type of approach are operative;
iii. The required aeroplane performance criteria are met; and
iv. The crew is qualified accordingly.
JAR-OPS 1.515, 1.550, 1.595 - Landing - Dry Runways (Performance Class A, B and C)
a. The operator ensures that the landing mass of the aeroplane for the estimated time of
landing at the destination aerodrome and at any alternate aerodrome allows a full stop
landing from 50 ft above the threshold:
i. The aeroplane will land on the most favourable runway, in still air; and
ii. The aeroplane will land on the runway most likely to be assigned considering
the probable wind speed and direction and the ground handling
characteristics of the aeroplane, and considering other conditions such as
landing aids and terrain.
e. If an operator is unable to comply with (c)(2) above for the destination aerodrome, the
aeroplane may be dispatched if an alternate aerodrome is designated which permits
full compliance with sub-paragraphs (a), (b) and (c).
Where a glideslope of greater than 4.5° is used then Steep Approach Procedures apply.
Screen heights of less than 50 ft but not less than 35 ft can be approved providing:
¾ The vertical distance between the path of the pilot’s eye and the path of the
lowest part of the wheels does not exceed 3 metres
¾ The visibility must not be less than 1.5 km. Wind limitations may also be specified
The above assumes that the aeroplane will cross over the beginning of the declared safe area
at 50 ft.
A minimum time route is as the title says, the route which gives the shortest time between two
points. This is not the straight line route but the route which takes into account ATC and
airspace restrictions.
MEA is based on the elevation of the highest point along the route segment concerned within
a distance on either side of track as specified below:
Fuel Policy
The following expands the fuel policy specified in Chapter 3. When an operator calculates the
amount of fuel to be carried the following has to be taken into consideration:
Taxy Fuel This should not be less than the amount expected to be used prior to
take-off. Local conditions and APU consumption have to be taken
into account.
For Aeroplanes with Turbine Power Units Fuel to fly for 30 minutes at
holding speed at 1500 ft above aerodrome elevation in standard conditions,
calculated with the estimated mass on arrival at the alternate or destination
when no alternate is required
The additional fuel is only required when the previously stated fuels are not sufficient
for the above.
1. Taxy fuel
Trip Fuel to the destination via the decision point
Contingency fuel equal to not less than 5% of the estimated fuel
consumption from the decision point to the destination aerodrome
Alternate fuel if a destination alternate is required
Final reserve fuel
Additional fuel
Extra fuel if required by the commander
2. Taxy fuel
Estimated fuel consumption from the departure aerodrome to a
suitable en-route alternate via the decision point
Contingency fuel equal to not less than 5% of the estimated fuel
consumption from the decision point to the destination aerodrome
Final reserve fuel
Additional fuel
Extra fuel if required by the commander
When planning to an isolated aerodrome for which a destination alternate does not exist the
amount of fuel at departure should include:
¾ Trip fuel
¾ The contingency fuel stated on page 16-15
¾ Additional fuel if required which must not be less than:
¾ For aeroplanes with reciprocating engines fuel to fly for 45 minutes plus
15% of the flight time planned to be spent at cruising level or 2 hours
whichever is less, or
¾ For aeroplanes with turbine power units fuel to fly for 2 hours at normal
cruise consumption after arriving overhead the destination including final
reserve fuel
a. For each aeroplane, the Authority must approve a Minimum Equipment List (MEL).
This is based upon the Master Minimum Equipment List (MMEL).
b. The designer under the approval of the State of Design produces the MMEL.
a. The operator establishes procedures for ground de-icing and anti-icing and related
inspections of the aeroplane(s) are necessary. De-icing is where ice is removed from the
aircraft; anti-icing is where ice is prevented from forming.
¾ The external surfaces have been cleared of any contaminant or deposit that
might affect the performance of the aeroplane.
¾ The aeroplane is certificated and equipped for flight in icing conditions if there are
known or expected icing conditions.
b. At night the aeroplane has to be equipped with a means to illuminate or detect the
formation of ice. Any illumination that is used must be of a type that will not cause glare or
reflection that would affect crew members in the performance of their duties.
De-Icing on the Ground A pilot can find information on the de-icing and anti-icing of
aeroplanes in:
For a contaminated aircraft on the ground there are three approved de-icing methods:
De-icing/Anti-icing on the ground is carried out in a one step or two step procedure:
Two-Step Ice removal is achieved first and then anti-icing is carried out
separately.
Fluids are applied neat or diluted dependent on the holdover time. Holdover protection is
achieved by a layer of anti-icing fluid remaining on and protecting aircraft surfaces for a period
of time. For a one-step procedure the holdover time begins at the commencement of de-
icing/anti-icing. With a two-step procedure the holdover time begins at the commencement of
the second step.
ICAO Document 8168 PANS-OPS details the information required for departure and
approach procedures regarding noise abatement.
Aircraft are noisy and in the modern era where an airport is close to a built-up area then
procedures are designed to reduce the noise as much as possible. Where special departure
procedures are designed then it is possible that the TOM may be limited in order to achieve
the requirements of the two noise abatement procedures. Two procedures are outlined below.
Note that both procedures are not to be initiated at less than 800 ft above aerodrome level
Noise abatement procedures in the form of reduced power take-off should not be required in
adverse operating conditions such as:
¾ If the runway surface conditions are adversely affected (eg snow, slush, ice or
other contaminants)
¾ When the horizontal visibility is less than 1.9 km (1 nm)
¾ When the crosswind component, including gusts, exceeds 15 kt
¾ When the tailwind component, including gusts, exceeds 5 kt
¾ When wind shear has been reported or forecast, or
¾ Thunderstorms are expected to affect the approach or departure
Climb at V2 + 10 to 20kt
Maintain reduced power
Maintain flaps/slats in the take-off configuration
¾ The initial climbing speed to the noise abatement initiation point is not less than
V2 + 10 knots
¾ When at or above 800 ft above aerodrome elevation the engine power/thrust is
adjusted in accordance with the noise abatement schedule in the aircraft
operating manual
¾ A climb speed of V2 plus 10 to 20 knots is maintained with the flaps/slats in the
take-off position
¾ At no more than 3000 ft above aerodrome elevation while maintaining a positive
rate of climb the aircraft is accelerated and the flaps/slats retracted
¾ At 3000 ft above aerodrome elevation accelerate to en-route climb speed
At the prescribed altitude the transition to normal en-route climb procedures is made.
3000 ft
Not before 800 ft with a positive rate of climb accelerate to
VZF and reduce power with the initiation of the first flap/slat
retraction
or
When flaps/slats are retracted with a positive rate of climb
reduce power and climb at VZF + 10 to 20 knots
800 ft
Take –off Thrust
V2 + 10 to 20 kt (or V2 + 20 to 40 kmh)
The following conditions preclude the choice of runway to use with regard to noise abatement:
Carburettor Fire
If the engine has not started
¾ Move the mixture control to idle cut off
¾ Open the throttle fully
¾ Continue to operate the starter motor
If the engine has started
¾ Keep the engine going
In both cases, if the fire does not go out action the Engine Fire Drill
Engine Fire
Account must be taken of whether the aeroplane is in the air or on the ground. The
following are general considerations and are not specific to type.
The number and location of hand fire extinguishers must be sufficient to provide adequate
availability for use, account being taken of the number and size of the passenger
compartments, the need to minimise the hazard of toxic gas concentrations and the location
of toilets, galleys etc. These considerations may result in the number being greater than the
minimum prescribed.
There should be at least one fire extinguisher suitable for both flammable fluid and electrical
equipment fires installed on the flight deck. Additional extinguishers may be required for the
protection of other areas accessible to the crew in flight. Dry chemical fire extinguishers
should not be used on the flight deck because of the adverse effect on vision during
discharge and, if non-conductive, interference with electrical contacts by the chemical
residues.
Where only one hand fire extinguisher is required in the passenger compartments it should be
located near the cabin crew member's station, where provided. Where two or more hand fire
extinguishers are required in the passenger compartments they should be located near each
end of the cabin with the remainder distributed throughout the cabin as evenly as is
practicable.
For compartments of 500 cubic ft or less, an airflow of 1500 cubic ft per hour is acceptable.
e. Class E A Class E cargo compartment is one on aeroplanes used only for the
carriage of cargo and in which:
Hand fire extinguishers are provided for use in crew, passenger, cargo compartments and
galleys in accordance with the following:
a. The type must be suitable for the kinds of fires likely to occur in the compartment
where the extinguisher is intended to be used and, for personnel compartments, must
minimise the hazard of toxic gas concentration;
c. At least one hand fire extinguisher must be located in, or readily accessible for use in,
each galley not located on the main passenger deck;
d. At least one readily accessible hand fire extinguisher must be available for use in
each Class A or Class B cargo or baggage compartment and in each Class E cargo
compartment that is accessible to crew members in flight; and
When two or more extinguishers are required, they must be evenly distributed in the
passenger compartment.
Class of Fires
Fire Detection
Brake Overheat
When overheated brakes occur there is a danger that the tyres and brakes may explode. Fire
crews should be in attendance while the brakes are in an overheated state. This can take a
substantial time.
If the aircraft has to be approached it should be from the front or rear and not from the side.
Notes: 1. The supply provided must take account of the cabin pressure altitude
and descent profile for the routes considered
2. The required minimum supply is that quantity of oxygen necessary
for a constant rate of descent from the aeroplane’s maximum
certificated operating altitude to 10 000 ft in 10 minutes followed by
20 minutes at 10 000 ft.
For flight crew members a quick donning oxygen mask is used, this is a mask that can:
The masks used by passengers are of no use when there is smoke in the cabin as the smoke
will mix with the oxygen.
The number of oxygen dispensing units and outlets must exceed the number of seats by at
least 10%.
Aeroplanes with a C of A first issued before 1 January 2002 have to be equipped with any
type of ELT capable of transmitting on 121.5 MHz and 406 MHz. Where an aeroplane, issued
with a C of A before 1 January 2002, has an automatic ELT that can only transmit on 121.5
MHz then this may remain in service until 31 December 2004.
Any ELT that uses 406 MHz must be coded in accordance with ICAO Annex 10 and
registered with the national agency responsible for SAR.
¾ Flying over water and at a distance of more than 50 nm from the shore, or
¾ When taking off or landing when the approach path is such that in the event of an
emergency there is a likelihood of ditching
Unless it is equipped with Life Jackets equipped with a survivor light for each person on
board.
JAR-OPS 1.830 - Life Rafts and Survival ELTs for Extended Overwater Flights
Overwater flights are not to be operated at a distance away from land which is suitable for
making an emergency landing greater to that corresponding to:
¾ 120 minutes at cruising speed or 400 nm whichever is the lesser for aeroplanes
capable of continuing the flight to an aerodrome with the critical power unit
inoperative at any point along the route or planned diversions, or
¾ 30 minutes at cruising speed or 100 nm whichever is the lesser for all other
aeroplanes.
¾ Sufficient life rafts to carry all persons on board. The life rafts have to be
equipped with:
¾ A survival locator light
¾ Life saving equipment
¾ Two ELTs
An aircraft should not be operated over terrain where SAR would be difficult unless it is
equipped with:
An operator shall ensure that all appropriate personnel are familiar, and comply with the
relevant requirements of the national security programmes of the State of the operator.
An operator shall establish, maintain and conduct approved training programmes which
enable the operator's personnel to take appropriate action to prevent acts of unlawful
interference such as sabotage or unlawful seizure of aeroplanes and to minimise the
consequences of such events should they occur.
Following an act of unlawful interference on board an aeroplane the commander or, in his
absence the operator, shall submit, without delay, a report of such an act to the designated
local authority and the Authority in the State of the operator.
An operator shall ensure that all aeroplanes carry a checklist of the procedures to be followed
for that type in searching for concealed weapons, explosives, or other dangerous devices.
If installed, the flight crew compartment door on all aeroplanes operated for the purpose of
carrying passengers shall be capable of being locked from within the compartment in order to
prevent unauthorised access.
a. A fuel jettisoning system must be installed on each aeroplane unless it is shown that
the aeroplane meets the climb requirements of JAR 25.119 and 25.121(d) at maximum take-
off weight, less the actual or computed weight of fuel necessary for a 15-minute flight
comprised of a take-off, go-around, and landing at the airport of departure with the aeroplane
d. During the flight tests prescribed in sub-paragraph (c) of this paragraph, it must be
shown that:
i. The fuel jettisoning system and its operation are free from fire hazard;
ii. The fuel discharges clear of any part of the aeroplane;
iii. Fuel or fumes do not enter any part of the aeroplane;
iv The jettisoning operation does not adversely affect the controllability of the
aeroplane.
e. Means must be provided to prevent jettisoning the fuel in the tanks used for take-off
and landing below the level allowing climb from sea level to 10 000 ft and thereafter allowing
45 minutes cruise at a speed for maximum range. However, if there is an auxiliary control
independent of the main jettisoning control, the system may be designed to jettison the
remaining fuel by means of the auxiliary jettisoning control.
f. The fuel jettisoning valve must be designed to allow flight personnel to close the valve
during any part of the jettisoning operation.
g. Unless it is shown that using any means (including flaps, slots and slats) for changing
the airflow across or around the wings does not adversely affect fuel jettisoning, there must
be a placard, adjacent to the jettisoning control, to warn flight-crew members against
jettisoning fuel while the means that change the airflow are being used.
Cargo Aircraft Any aircraft which is carrying goods or property but not passengers.
In this context the following are not considered to be passengers:
i. A crew member;
ii. An operator's employee permitted by, and carried in accordance with,
the instructions contained in the Operations Manual;
iii. An authorised representative of an Authority; or
iv A person with duties in respect of a particular shipment on board.
State of Origin The Authority in whose territory the dangerous goods were first
loaded on an aircraft.
Technical Instructions The latest effective edition of the Technical Instructions for
the Safe Transport of Dangerous Goods by Air (Doc 9284-AN/905), including the
Supplement and any Addendum, approved and published by decision of the Council
of the International Civil Aviation Organization.
Class 1 - Explosives
Class 2 - Compressed gases
Class 3 - Flammable liquids
Class 4 - Other flammable hazards
Class 5 - Oxygen rich material, oxidizers and organic peroxides
Class 6 - Material affecting health, poisons and infectious substances
Class 7 - Radioactive material
Class 8 - Corrosive material
Class 9 - Miscellaneous hazards.
a. An operator shall comply with the provisions contained in the Technical Instructions
on all occasions when dangerous goods are carried, irrespective of whether the flight is
wholly or partly within or wholly outside the territory of a State.
b. Articles and substances which would otherwise be classed as dangerous goods are
excluded from the provisions of this Subpart, to the extent specified in the Technical
Instructions, provided:
i. They are required to be aboard the aeroplane in accordance with the relevant
JARs or for operating reasons;
ii. They are carried as catering or cabin service supplies;
iii. They are carried for use in flight as veterinary aid or as a humane killer for an
animal
iv. They are carried for use in flight for medical aid for a patient, provided that:
(a) Gas cylinders have been manufactured specifically for the purpose of
containing and transporting that particular gas;
(b) Drugs, medicines and other medical matter are under the control of
trained personnel during the time when they are in use in the
aeroplane;
(c) Equipment containing wet cell batteries is kept and, when necessary
secured, in an upright position to prevent spillage of the electrolyte;
and
(d) Proper provision is made to stow and secure all the equipment during
take-off and landing and at all other times when deemed necessary
by the commander in the interest of safety; or
Articles and substances intended as replacements for those in (b.i) above shall be
transported on an aeroplane as specified in the Technical Instructions.
An operator shall take all reasonable measures to ensure that articles and substances are
classified as dangerous goods as specified in the Technical Instructions.
Dangerous goods required to be on board an aeroplane in accordance with the relevant JARs
or for operating reasons are those which are for:
a. The airworthiness of the aeroplane;
b. The safe operation of the aeroplane; or
c. The health of passengers or crew.
a. Batteries;
b. Fire extinguishers;
c. First-aid kits;
d. Insecticides/Air fresheners;
e. Life saving appliances; and
f. Portable oxygen supplies.
a. An operator shall take all reasonable measures to ensure that articles and
substances that are specifically identified by name or generic description in the Technical
Instructions as being forbidden for transport under any circumstances are not carried on any
aeroplane.
b. An operator shall take all reasonable measures to ensure that articles and
substances or other goods that are identified in the Technical Instructions as being forbidden
for transport in normal circumstances are only transported when:
i. They are exempted by the States concerned under the provisions of the
Technical Instructions; or
ii. The Technical Instructions indicate they may be transported under an
approval issued by the State of Origin.
An operator shall take all reasonable measures to ensure that dangerous goods are packed
as specified in the Technical Instructions.
a. An operator shall ensure that, except when otherwise specified in the Technical
Instructions, dangerous goods are accompanied by a dangerous goods transport document.
b. Where dangerous goods are carried on a flight which takes place wholly or partly
outside the territory of a State, the English language must be used for the dangerous goods
transport document in addition to any other language requirements.
Passenger Cabin and Flight Deck An operator shall ensure that dangerous
goods are not carried in an aeroplane cabin occupied by passengers or on the flight
deck, unless otherwise specified in the Technical Instructions.
i. Information is provided to enable ground staff to carry out their duties with
regard to the transport of dangerous goods, including the actions to be taken
in the event of incidents and accidents involving dangerous goods; and
ii. Where applicable, the information referred to in sub-paragraph (a.i) above
is also provided to his handling agent.
ii. An operator and, where applicable, his handling agent shall ensure that
notices are provided at acceptance points for cargo giving information about
the transport of dangerous goods.
i. Staff who are engaged in general cargo handling have received training to
carry out their duties in respect of dangerous goods, and.
ii. The following personnel:
have received training which, as a minimum, must cover to a depth sufficient to ensure that
an awareness is gained of the hazards associated with dangerous goods, how to identify
them and what requirements apply to the carriage of such goods by passengers.
Contaminated runway
a. Terms used in Subparts F, G, H, I and J, and not defined in JAR-1, have the following
meaning:
Damp runway A runway is considered damp when the surface is not dry, but when
the moisture on it does not give it a shiny appearance.
Dry runway A dry runway is one which is neither wet nor contaminated, and
includes those paved runways which have been specially prepared with grooves or
porous pavement and maintained to retain 'effectively dry' braking action even when
moisture is present.
Landing distance available (LDA) The length of the runway which is declared
available by the appropriate Authority and suitable for the ground run of an aeroplane
landing.
Take-off distance available (TODA) The length of the take-off run available plus
the length of the clearway available.
Take-off mass The take-off mass of the aeroplane shall be taken to be its mass,
including everything and everyone carried at the commencement of the take-off run.
Take-off run available (TORA) The length of runway which is declared available by
the appropriate Authority and suitable for the ground run of an aeroplane taking off.
Wet runway A runway is considered wet when the runway surface is covered with
water, or equivalent, less than specified in subparagraph (a)(2) above or when there
is sufficient moisture on the runway surface to cause it to appear reflective, but
without significant areas of standing water.
b. The terms 'accelerate-stop distance', 'take-off distance', 'take-off run', 'net take-off
flight path', 'one engine inoperative en-route net flight path' and 'two engines inoperative en-
route net flight path' as relating to the aeroplane have their meanings defined in the
airworthiness requirements under which the aeroplane was certificated, or as specified by the
Authority if it finds that definition inadequate for showing compliance with the performance
operating limitations.
Aquaplaning
V = 9√P
If the surface is covered by a contaminant other than water P must be divided by the specific
gravity of the contaminent.
The bird strike hazard on, or in the vicinity of, an aerodrome should be assessed through:
On aerodromes the use of the following will deter birds congregating in large flocks:
¾ Long grass
¾ Bird scaring techniques such as
¾ Pyrotechnics (most effective)
¾ Bird distress calls
Security
Annex 2
Any aircraft that is being subjected to unlawful interference shall endeavour to:
This is to ensure that the ATS unit gives priority to the aircraft and minimizes any risk of
conflict with other aircraft.
The following procedures are intended as guidance for use by aircraft when unlawful
interference occurs and the aircraft is unable to notify an ATS unit of this fact.
¾ The PlC should attempt to continue flying on the assigned track and at the
assigned cruising level, until
¾ An ATS can be notified, or, the aircraft is within radar coverage
Where the aircraft must depart from its assigned track or level without being able to make
radio contact with ATS, the PlC should, whenever possible:
Annex 6
In all aeroplanes the flight crew compartment door should be capable of being locked from
within the compartment
An operator shall ensure that there is on board a checklist of the procedures to be followed in
searching for a bomb in case of suspected sabotage. The checklist shall be supported by
guidance on the course of action to be taken should a bomb or suspicious object be found,
Training Programme
An operator shall establish and maintain a training programme that enables crew members to
act in the most appropriate manner to minimize the consequences of acts of unlawful
interference.
An operator shall also establish and maintain a training programme to acquaint appropriate
employees with preventative measures and techniques in relation to:
¾ Passengers
¾ Baggage
¾ Cargo
¾ Mail
¾ Equipment
¾ Stores
¾ Supplies intended for carriage on an aeroplane
so that they contribute to the prevention of acts of sabotage or other forms of unlawful
interference.
An isolated aircraft parking position shall be designated or the aerodrome control tower shall
be advised of an area or areas suitable for the parking of an aircraft which is known or
believed to be the subject of unlawful interference, or which for other reasons needs isolation
from normal aerodrome activities.
The isolated aircraft parking position should be located at the maximum distance practicable
and in any case never less than 100 m from other parking positions, buildings or public areas.
Care should be taken to ensure that the position is not located over underground utilities such
as gas and aviation fuel and, to the extent feasible, electrical or communication cables
An aircraft known or believed to be the subject of unlawful interference or which for other
reasons needs isolation from normal aerodrome activities shall be cleared to the designated
isolated parking position. Where such an isolated parking position has not been designated,
or if the designated position is not available, the aircraft shall be cleared to:
¾ A position within the area or areas selected by prior agreement with the
aerodrome authority
¾ The taxi clearance shall specify the taxi route to be followed to the parking
position
The route shall be selected with a view to minimizing any security risks to the public, other
aircraft and installations at the aerodrome
Reports
Each Contracting State shall ensure that adequate measures are taken to control transfer and
transit passengers and their cabin baggage to prevent unauthorized articles from being taken
on board aircraft engaged in international civil aviation operations.
Each Contracting State shall establish measures to prevent weapons, explosives or any other
dangerous devices which may be used to commit an act of unlawful interference, the carriage
or bearing of which is not authorized, from being introduced, by any means whatsoever, on
board an aircraft engaged in international civil aviation.
Definitions
¾ Natural causes
¾ Self inflicted
¾ Inflicted by other persons, or
¾ When the injuries are to stowaways hiding outside the areas normally
available to the passengers and crew
which would normally require major repair or replacement of the affected component.
This excludes:
¾ Engine
¾ Engine cowlings
¾ Engine accessories
¾ Propellers
¾ Wing tips
¾ Antennae
¾ Tyres
¾ Brakes
¾ Fairings
¾ Small dents
¾ Small puncture holes in the skin
Incident Reporting
The operator establishes procedures for reporting incidents taking into account the following:
The operator establishes procedures for reporting accidents and serious incidents taking into
account the following:
The commander notifies the ATSU concerned and submits an ACAS report to the authority
when an aircraft has manoeuvred in response to a Resolution Advisory.
When a potential bird hazard is observed the commander will immediately inform the local
ATSU.
Where a bird strike has occurred then a written bird strike report is submitted to the authority
after landing if the aircraft has sustained significant damage. If the commander is unable to do
this then the operator must submit the report.
Where an emergency occurs and if the situation permits the appropriate ATSU is informed of
dangerous goods that are on board an aircraft. After landing, if the occurrence has been
related to the transport of dangerous goods then the commander must comply with the
reporting procedures applicable to dangerous goods.
Unlawful Interference
Following an act of unlawful interference the commander shall submit a report to the authority
as soon as is practicable.
The commander shall notify the appropriate ATSU as soon as is practicable when a
potentially hazardous condition exists. This can include:
The operator ensures that all aeroplanes carry a checklist of the procedures to be followed for
searching for:
¾ Concealed weapons
¾ Explosives
¾ Other dangerous devices
The checklist should also give guidance on the action to be taken if a bomb or suspicious
object is found.
Chapter 18.
The following chapters are all abridged from the North Atlantic MNPS Airspace
Operations Manual – Ninth Edition
Introduction
All material relating to North Atlantic aircraft operations can be found in the following
documents:
¾ ICAO Annexes
¾ PANS/RAC (Doc.4444)
¾ Regional Supplementary Procedures (Doc.7030)
¾ State AIPs, and
¾ Current NOTAMs
These documents are complementary to the North Atlantic MNPS Airspace Operations
Manual – Ninth Edition.
The following chapters have been produced principally for the Operational Procedures
Examination of the JAR ATPL. Some material may be useful in the Aviation Law Examination.
The subjects discussed include:
The vertical dimension of MNPS Airspace is between FL285 and FL420; the cruising levels
available are FL290 to FL410 inclusive.
MNPS Airspace
RVSM applies from FL310 to FL390 throughout NAT MNPS airspace. Around November
2001 RVSM will apply in the entire NAT Region. When this happens MNPS airspace will
become a sub-division of RVSM airspace.
The following abbreviations are to be used in conjunction with the following chapters.
Abbreviations
General
All flights in MNPS airspace must achieve the highest standards of horizontal and vertical
navigation performance and accuracy.
Aircraft operating within MNPS Airspace are required to meet a Minimum Navigation
Performance Specification (MNPS) in the horizontal plane through the mandatory carriage
and use of a specified level of navigation equipment.
Aircraft operating at RVSM levels in NAT MNPS Airspace are required to be equipped with
altimetry and height keeping systems which meet RVSM Minimum Aircraft System
Performance Specifications (MASPS).
The ultimate responsibility for checking that a NAT MNPS/RVSM flight has the necessary
approval rests with the pilot in command.
For flights over the NAT Emergency Locator Transmitters (ELTs) must be carried. These
beacons must operate on frequency 406 MHz and have a 121.5 MHz search and rescue
homing capability.
Approval
Approval for MNPS operations requires that the following is checked by the State of Registry
and the State of the Operator:
¾ The navigation equipment used, together with its installation and maintenance
procedures;
¾ The crew navigation procedures employed, and
¾ The training requirements.
Longitudinal Navigation
Longitudinal separations between aircraft following the same track and between aircraft on
intersecting tracks in the NAT MNPS Airspace are assessed by use of ATAs/ETAs at
common waypoints.
The longitudinal separation minima currently used in the NAT MNPS Airspace are expressed
in clock minutes and the maintenance of in-trail separations is aided by the application of the
Mach Number Technique.
Lateral Navigation
There are two navigational requirements for aircraft planning to operate in MNPS Airspace:
For approval of unrestricted operation in the MNPS Airspace an aircraft must be equipped
with the following:
¾ Two fully serviceable Long Range Navigation Systems (LRNSs). A LRNS may
be one of the following:
¾ One Inertial Navigation System (INS);
¾ One Global Navigation Satellite System (GNSS); or
¾ One navigation system using the inputs from one or more Inertial
Reference System (IRS) or any other sensor system complying with the
MNPS requirement.
Each LRNS must be capable of providing to the flight crew a continuous indication of the
aircraft position relative to desired track.
A number of special routes have been developed for aircraft equipped with only one LRNS
and carrying normal short-range navigation equipment (VOR, DME, ADF). These routes are:
¾ Within MNPS Airspace, and that State approval must be obtained prior to flying
along them.
¾ Also available for interim use by aircraft normally approved for unrestricted MNPS
operations that have suffered a partial loss of navigation capability and have only
a single remaining functional LRNS.
Detailed descriptions of the special routes known as “Blue Spruce Routes” are included later.
Aircraft which are equipped only with short-range navigation equipment (VOR, DME, ADF)
may operate through MNPS Airspace, along routes G3 or G11, but State approval is required.
It is the responsibility of pilots with limited certification to reject clearances that would
otherwise divert them from officially permitted routes.
The responsible ATC unit may clear an aircraft to climb/descend in MNPS Airspace provided:
Non-MNPS Approved aircraft may also be cleared to climb or descend through MNPS
Airspace for the sole purpose of landing at or departing from an airport which underlies MNPS
Airspace but which does not have serviceable short range navaids, radar or DCPC. Details
can be found in the AIS publications of the appropriate ATS Provider State.
The minimum equipment standard is embodied in the MASPS for RVSM flight operations.
These MASPS require:
A functioning Mode-C SSR Transponder is also required for flight through radar controlled
RVSM transition airspace.
The Minimum Equipment List (MEL) for RVSM operations must reflect the above
requirements. Following a failure of an Air Data Computer (ADC), both the Captain’s and Co-
pilot’s altimeter instruments are connected to a remaining single functional ADC, this
arrangement does not meet the RVSM MASPS requirement for two independent primary
altimetry systems.
When checking altimeters (pre-flight or in-flight), confirmation is necessary that all altitude
indications are within the tolerances specified in the aircraft operating manual. At least two
primary altimeters must at all times agree within plus or minus 200 feet.
Climb/Descent Through RVSM Levels MNPS approved aircraft that are not
approved for RVSM operation will be permitted to climb/descend through RVSM
levels to attain cruising levels above or below RVSM airspace. Flights have to
climb/descend continuously through the RVSM levels without stopping at any
intermediate level and should “Report leaving” current level and “Report reaching”
cleared level.
¾ Is on a delivery flight; or
¾ Was RVSM approved but has suffered an equipment failure and is being
returned to its base for repair and/or re-approval; or
¾ Is on a mercy or humanitarian flight.
Operators requiring an altitude reservation should contact the initial Oceanic Area Control
Centre (OAC), normally not more than 12 hours and not less than 4 hours prior to the
intended departure time. The altitude reservation approval should be clearly indicated in Item
18 of the ICAO flight plan.
General
North Atlantic (NAT) air traffic contributes to two major alternating flows:
¾ Peak westbound traffic occurring between 1130 UTC and 1800 UTC, and
¾ Peak eastbound traffic occurring between 0100 UTC and 0800 UTC
Use of OTS tracks is not mandatory. Aircraft may fly on random routes which remain clear of
the OTS or may fly on any route that joins or leaves an outer track of the OTS. There is also
nothing to prevent an operator from planning a route which crosses the OTS
At and above FL55 the NAT Region is Class A airspace and Instrument Flight Rules
(IFR) apply at all times. Airspace utilisation is achieved by the application of:
The appropriate OAC constructs the OTS after determining the minimum time tracks, taking
into consideration
The night-time OTS is produced by Gander OAC and the day-time OTS by Shanwick OAC
(Prestwick).
The agreed OTS is promulgated by means of the NAT Track Message via the AFTN to all
interested addressees. Time of publication of the:
This message gives full details of the co-ordinates of the organised tracks as well as the flight
levels that are expected to be in use on each track. In most cases there are also details of
domestic entry and exit routings associated with individual tracks:
¾ In the westbound (day-time) system the track most northerly, at its point of origin,
is designated Track 'A' (Alpha) and the next most northerly track is designated
Track 'B' (Bravo) etc.
¾ In the eastbound (night-time) system the most southerly track, at its point of
origin, is designated Track 'Z' (Zulu) and the next most southerly track is
designated Track 'Y' (Yankee), etc.
The originating OAC identifies each NAT Track Message, within the Remarks section
appended to the end of the NAT Track message, by means of a 3-digit Track Message
Identification (TMI) number. Using the Julian calendar date on which that OTS is effective, the
OTS effective on February 1st will be identified by TMI 32. (The Julian calendar date is a
simple progression of numbered days without reference to months, with numbering starting
from the first day of the year.) Any subsequent NAT Track amendments affecting the
entry/exit points, route of flight (co-ordinates) or flight level allocation, for an OTS on a given
day, will include a successive alphabetic character, ie ‘A’, then ‘B’, etc., added to the end of
the TMI number.
Remarks may vary periodically depending upon what important aspects of NAT operation
Shanwick or Gander wish to bring to the attention of operators such as:
The hours of validity of the two Organised Track Systems (OTS) are normally as follows:
Changes to these times can be negotiated between Gander and Shanwick OACs and the
specific hours of validity for each OTS are indicated in the NAT Track Message. For flight
planning, operators should take account of the times specified in the relevant NAT Track
Message(s).
To ensure a smooth transition from night-time to day-time OTSs and vice-versa, a period of
several hours is used between the end of one system and the start of the next.
During the changeover periods some restrictions to flight planned routes and levels are
imposed. Eastbound and westbound aircraft operating during these periods should file flight
level requests in accordance with the Flight Level Allocation Scheme (FLAS) as published.
The FLAS as published in the AIPs applies only to the current phase of NAT RVSM
operations.
During these times there is often a need for clearances to be individually co-ordinated
between OACs and cleared flight levels may not be in accordance with those flight planned.
If a flight is expected to be level critical, operators are recommended to contact the initial OAC
prior to filing of the flight plan to ascertain the likely availability of levels.
REMARKS:
1. TRACK MESSAGE IDENTIFICATION NUMBER IS 281 AND
OPERATORS ARE REMINDED TO INCLUDE THE TMI NUMBER AS PART
OF THE OCEANIC CLEARANCE READBACK
2. MNPS AIRSPACE EXTENDS FROM FL285 TO FL420. OPERATORS
ARE REMINDED THAT SPECIFIC MNPS APPROVAL IS REQUIRED TO FLY
IN THIS AIRSPACE. IN ADDITION, RVSM APPROVAL IS REQUIRED TO
FLY BETWEEN FL310 AND FL390 INCLUSIVE
3. EIGHTY PERCENT OF GROSS NAVIGATION ERRORS OCCUR
AFTER A REROUTE. ALWAYS CARRY OUT WAYPOINT CROSS CHECKS
END OF PART TWO OF TWO PARTS )
General
The PTS tracks through Bodø OCA are a continuation of the PTS tracks in Reykjavik CTA.
The routes are not mandatory. Operators proposing to fly between Europe and Alaska from
FL310 to FL390 inclusive are recommended to submit flight plans in accordance with one of
the promulgated PTS tracks.
Abbreviated Clearances
An abbreviated clearance may be issued to an aircraft to follow one of the polar tracks
throughout its flight. When an abbreviated clearance is issued it includes:
On receipt of an abbreviated clearance the pilot must read back the contents of the clearance
message and in addition the full details of the track specified by the track code.
When operating on the PTS position reports may be abbreviated by replacing the normal
latitude co-ordinate with the word 'Polar' followed by the track code.
Example “Position, Atlantic 422, Polar Romeo 20 West at 1620, Flight Level 330,
Estimating Polar Romeo 40 West at 1718, Polar Romeo 69 West Next”
Unless otherwise required by ATC, a position report should be made at the significant points
listed in the appropriate AIP for the relevant PTS track.
Further information on PTS procedures, track co-ordinates etc, is contained in AIP Iceland or
Norway and/or Icelandic or Norwegian NOTAMs.
General
The Organised Track System and the Polar Track Structure are the most significant route
structures within NAT MNPS Airspace. Other route structures within and adjacent to MNPS
Airspace are given below.
Other routes within NAT MNPS Airspace illustrated on the next page are as follows:
1. A699 and A700 in the western part of the New York OCA;
2.* “Blue Spruce” Routes, established as special routes for aircraft equipped with
only one serviceable LRNS. State approval for MNPS operations is required in
order to fly along these routes.
4.* Routings between the Azores and the Portuguese mainland and between the
Azores and the Madeira Archipelago;
5. Special routes of short stage lengths where aircraft equipped with normal
short-range navigation equipment can meet the MNPS track-keeping criteria
(G3 and G11). State approval for MNPS operations is required in order to fly
along these routes.
* Routes identified with an asterisk in sub paragraphs (2), (3) and (4) above may be flight
planned and flown by approved aircraft equipped with normal short-range navigation
equipment (VOR, DME, ADF) and at least one approved fully operational LRNS.
The UK AIP and AIP Ireland both specify the domestic routes to be used for westbound and
eastbound NAT traffic based upon entry points into and exit points from oceanic airspace.
The North American Routes (NARs) consist of a numbered series of predetermined routes
which provide an interface between oceanic and domestic airspace. The NAR System is
designed to accommodate major airports in North America.
An extensive network of routes linking points in the United States and Canada with Bermuda,
the Bahamas and the Caribbean area are defined in the New York OCA to the west of 60°W.
This network is known as the Western Atlantic Route System (WATRS). Details of these
routes and associated procedures are contained in the United States AIP.
Part of the Shanwick OCA is designated as the Shannon Oceanic Transition Area (SOTA).
MNPS Airspace requirements are still applicable from FL285 to FL420. SOTA has the same
vertical extent as the Shanwick OCA, and is bounded by lines joining successively the
following points:
SHANNON ACC using the call sign SHANNON CONTROL provides air Traffic Service. Full
details of the service provided and the procedures used are contained in AIP Ireland.
Part of the Shanwick OCA is designated as the Brest Oceanic Transition Area (BOTA).
MNPS Airspace requirements are still applicable from FL285 to FL420. BOTA has the same
vertical extent as the Shanwick OCA, and is bounded by lines joining successively the
following points:
Air Traffic service is provided by the Brest ACC, callsign BREST CONTROL.
Flight Planning
Oceanic planners take into consideration operators' preferred routes in the construction of the
OTS. NAT operators should provide information regarding their proposed flights and optimum
tracks during the peak traffic periods. The information should be provided as far in advance
as possible, but not later than:
General
All flights should plan to operate on great circle tracks joining successive significant
waypoints.
Routings
During the hours of validity of the OTS, operators are encouraged to flight plan as follows:
Outside of the OTS periods operators may flight plan any random routing, except that during
the two hours prior to each OTS period the following restrictions apply:
2. Any opposite direction flights crossing 30°W between one and two hours prior
to the incoming OTS
where the route beyond 30°W would coincide with the incoming/pending OTS
structure at any point, should plan to join an outer track at any point, or
backtrack the length of one of the incoming/pending tracks.
Flight Levels
Flight levels for use under RVSM are published in the UK and Canada AIPs, as the Flight
Level Allocation Scheme (FLAS).
The FLAS as published in the AIPs applies only to the current phase of NAT RVSM
operations. Different flight level allocation schemes which apply when subsequent phases of
RVSM operations are implemented will be similarly published as and when these new phases
occur.
During the OTS Periods (eastbound 0100-0800 UTC, westbound 1130-1800 UTC) aircraft
intending to follow an OTS Track for its entire length may plan at any of the levels as
published for that track on the current daily OTS Message. Flights which are planned to
remain entirely clear of the OTS or which join or leave an OTS Track (i.e. follow an OTS track
for only part of its published length), are all referred to as Random Flights. Pilots intending to
fly on a random route or outside the OTS time periods should normally plan flight level(s)
appropriate to the direction of flight.
and
Flight plans for flights departing from points in other Regions and entering the NAT Region
without intermediate stops should be submitted as far in advance of departure as possible.
¾ The letter ‘X’ shall be inserted, in addition to the letter ‘S’, within Item 10 of the
flight plan.
¾ If the flight is approved to operate at RVSM levels a ‘W’ must also be included in
Item 10.
For turbojet aircraft the Mach Number should be specified in Item 15 of the flight plan.
Item 15 of the flight plan should reflect the proposed speeds in the following sequence:
¾ Along the entire length of one of the organised tracks the intended organised
track is used in Item 15 of the flight plan using the abbreviation 'NAT' followed by
the code letter assigned to the track.
¾ Along part of, or leave, an organised track at some intermediate point it is
considered to be a random route aircraft. Full route details must be specified in
the flight plan and the track letter must not be used to abbreviate any portion of
the route in these circumstances.
The planned Mach Number and flight level for the organised track should be specified at:
The requested Mach Number and flight level should be specified at either the last domestic
reporting point prior to oceanic airspace entry or the OCA boundary.
The route of flight should be specified in terms of the following significant points, with
estimates included in Item 18 of the flight plan:
1. The last domestic reporting point prior to the oceanic entry point;
2. The OCA boundary entry point (only required by the Shanwick, New York
and Santa Maria OACs);
3. Significant points formed by the intersection of half or whole degrees of
latitude, with meridians spaced at intervals of ten degrees of longitude from
the Zero degree E/W (Greenwich) Meridian to longitude 70oW;
4. The OCA boundary exit point (only required by the Shanwick, New York and
Santa Maria OACs); and
5. The first domestic reporting point after ocean exit.
Each point at which a change of Mach Number or flight level is requested must be specified
and followed in each case by the next significant point.
Flight planning requirements are identical to those listed for flights on random route segments
at/or south of 70°N except that the route should be specified at 20° longitude intervals at
whole degrees of latitude to 60°W.
Flight planning requirements for flights are identical to those listed for flights operating on
random route segments at/or south of 70°N except that the route should be specified in terms
of whole degrees of longitude with specified parallels of latitude which are spaced at 5°
intervals from 20°N to 90°N.
If the flight is planned to operate along the whole length of one of the Polar tracks, the
intended track should be defined in Item 15 of the flight plan using the abbreviation 'PTS'
followed by the track code.
Estimated times over significant points must be specified in Item 18 of the flight plan.
The requested Mach Number and flight level should be specified at the commencement point
of the PTS or at the NAT Oceanic boundary.
Each point at which a Mach Number or flight level change is planned must be specified as
geographical co-ordinates in latitude and longitude followed in each case by the abbreviation
'PTS' and the track code.
The carriage of HF communications is mandatory for flight in the Shanwick OCA. Aircraft with
only functioning VHF communications equipment should plan their route outside the
Shanwick OCA and ensure that they remain within VHF coverage of appropriate ground
stations throughout the flight.
General
Oceanic Clearances are required for all flights within the NAT Airspace at or above FL55.
Pilots should request Oceanic Clearances from the ATC unit responsible for the first OCA
within which they wish to fly. The clearances are applicable only from the entry point. Pilots
should request their Oceanic Clearance at least 40 minutes prior to the Oceanic entry point
ETA and, if requesting an OTS track, should include the next preferred alternative.
When requesting an oceanic clearance the pilot should notify the OAC of the maximum
acceptable flight level possible at the boundary; the aircraft must be within radar coverage
during any climb. The pilot must notify the OAC of any required change to:
At some airports situated close to oceanic boundaries, the Oceanic Clearance must be
obtained before departure.
If an aircraft has a critical in-flight equipment failure en-route to the NAT Oceanic Airspace, or
at dispatch is unable to meet the MEL requirements for RVSM or MNPS approval on the
flight, then the pilot must advise ATC at initial contact when requesting Oceanic Clearance.
After obtaining and reading back the clearance, the pilot should monitor the forward estimate
for oceanic entry and if this changes by 3 minutes or more should pass a revised estimate to
ATC.
If the cleared oceanic route differs from the original request and/or the oceanic flight level
differs from the current flight level, the pilot is responsible for obtaining the necessary
domestic reclearance to ensure that the flight complies with its Oceanic Clearance when
entering oceanic airspace.
¾ route,
¾ Mach Number and
¾ flight level.
These elements serve to provide for the three basic elements of separation: lateral,
longitudinal and vertical.
The Oceanic Clearance issued to each aircraft is at a specific flight level and cruise Mach
Number. Flight level or Mach Number changes should not normally be made without prior
ATC clearance.
Prior to reaching the Shanwick OCA boundary, if pilots have not received their Oceanic
Clearance then they are to remain clear of Oceanic Airspace whilst awaiting the Clearance.
This is not the case for other NAT OCAs where flights may enter whilst pilots are awaiting
receipt of a delayed Oceanic Clearance.
“Atlantic 442 request Oceanic Clearance. Estimating 56N010W at 1131. Request Mach
decimal eight zero, Flight Level three five zero, able Flight Level three six zero, second choice
Track Charlie”.
If the request also includes a change to the original flight plan, affecting the OCA, then it
should be according to the following example:
“Atlantic 442 request Oceanic Clearance. Estimating 55N010W at 1147. Request Mach
decimal eight zero, Flight Level three four zero. Now requesting Track Charlie, able Flight
Level three six zero, second choice Track Delta”.
Contents of Clearances
An abbreviated clearance is issued by Air Traffic Services when clearing an aircraft to fly
along the whole length of an Organised Track, or along a Polar Track within the Reykjavik
CTA and/or Bodø OCA. When an abbreviated clearance is issued it includes:
“Atlantic 442 is cleared to Toronto via Track Bravo, from 56N010W maintain Flight Level three
five zero, Mach decimal eight zero”.
The flight crew will confirm that they are in possession of the current NAT Track message by
using the TMI number in the read-back of the Oceanic Clearance, as follows:
“Atlantic 442 is cleared to Toronto via Track Bravo 283, from 56N010W maintain Flight Level
three five zero, Mach decimal eight zero”.
If the TMI number is included in the read-back there is no requirement for the pilot to read
back the NAT Track co-ordinates even if the cleared NAT Track is not the one which was
originally requested. If any doubt exists as to the TMI or the NAT Track co-ordinates, the pilot
should request the complete track co-ordinates from the OAC. Similarly, if the pilot cannot
correctly state the TMI, the OAC will read the cleared NAT Track co-ordinates in full and
request a full read back of those co-ordinates.
Oceanic Clearances For Flights Intending To Operate Within The NAT Region And
Subsequently Enter The EUR Or NAM Regions
Oceanic Clearances issued to most flights in this category are strategic clearances intended
to provide a safe separation for each flight, from oceanic entry to oceanic track termination
point. If a pilot receives a clearance on a track other than originally flight planned he must
check that the landfall and domestic routeings are fully understood.
Oceanic Clearances For Random Flights Intending To Operate Within The NAT Region
And Subsequently Enter Regions Other Than NAM Or EUR
Oceanic Clearances issued to flights in this category are similar to domestic ATC clearances
in that clearances are to destination on the assumption that co-ordination will be effected
ahead of the aircraft's passage. In this case, the flight profile may be changed en-route, prior
to hand-over from one centre to another, depending upon traffic conditions in the adjacent
area.
Oceanic Flights Originating From the CAR or SAM Regions And Entering NAT MNPS
Airspace Via The New York OCA
Pilots are reminded that Oceanic Clearances from the New York OAC do not need to be
requested until first contact with New York is established on HF frequencies. Note that
Oceanic Clearances are not required for entry to or transit of that portion of the New York
OCA outside MNPS Airspace.
Navigation errors associated with Oceanic Clearances fall into several categories of which the
most significant are ATC System Loop errors and Waypoint Insertion errors.
Experience has shown that many of the track keeping errors which occur result from:
HF Communications
VHF Communications
The carriage of HF communications equipment is mandatory for flight in the Shanwick OCA.
Aircraft with only functioning VHF communications equipment should plan their route outside
the Shanwick OCA and ensure that they remain within VHF coverage of appropriate ground
stations throughout the flight.
Unless otherwise requested by Air Traffic Control, position reports from flights on routes
which are not defined by designated reporting points should be made at the significant points
listed in the flight plan.
Air Traffic Control may require any flight operating in a North/South direction to report its
position at any intermediate parallel of latitude when necessary.
In requiring aircraft to report their position at intermediate points, ATC is guided by the
requirement to have position information at approximately hourly intervals and also by the
need to cater for varying types of aircraft and varying traffic and MET conditions.
Pilots must always report to ATC as soon as possible on reaching any new cruising level.
For flights outside the PTS and domestic ATS route network, position should be expressed in
terms of latitude and longitude except when flying over named reporting points. For flights
whose tracks are predominantly east or west, latitude should be expressed in degrees and
minutes, longitude in degrees only. For flights whose tracks are predominantly north or south,
latitude should be expressed in degrees only, longitude in degrees and minutes. All times
should be expressed in four digits giving both the hour and the minutes UTC.
Reporting procedures for PTS flights have already been described in an earlier chapter.
Standard air/ground message types and formats are used within the NAT Region and are
published in State AIPs and Atlantic Orientation charts. To enable ground stations to process
messages in the shortest possible time, pilots should observe the following rules:
POSITION
example: “Position, Atlantic 442, 56 North 10 West at 1235, Flight Level 330,
Estimating 56 North 20 West at 1310, 56 North 30 West Next”
REQUEST CLEARANCE
example: “Request Clearance, Atlantic 442, 56 North 20 West at 1308,
Flight Level 330, Estimating 56 North 30 West at 1340, 56 North 40
West Next. Request Flight Level 350”
REVISED ESTIMATE
example: “Revised Estimate, Atlantic 442, 57 North 40 West at 0305”
MISCELLANEOUS
Plain language – free format
Position reports made by aircraft operating within an OCA at a distance of 60 nm or less from
the boundary with an adjacent OCA, including aircraft operating on tracks through successive
points on each boundary, should also be made to the ACC serving the adjacent OCA using
the message “Shanwick copy Santa Maria”.
Prior advice to ATC of the time or position that a flight will be able to accept the next higher
level can assist ATC in ensuring optimum use of available altitudes. These reports can also
be used to help plan the altitudes for flights as they transition from RVSM to conventional
altitudes. A WAH Report must be provided by all flights entering the MNPS Airspace portion
of the New York OCA and entering the Santa Maria OCA. Provision of WAH Reports on
entering other NAT OCAs is optional or they may be requested by any OAC.
When entering an oceanic FIR, pilots should include in the initial position report the time or
location that the flight will be able to accept the next higher altitude. The report may include
more than one altitude if that information is available.
Information thus provided of the aircraft’s future altitude “ability” will not automatically be
interpreted by ATC as an advance “request” for a step climb. It will be used as previously
indicated to assist ATC in planning airspace utilisation. However, should the pilot wish to
register a request for one or more future step climbs, this may be incorporated in the WAH
report by appropriately substituting the word “Request” for the word “Able”.
Although optimal use of the WAH reports is in conjunction with a Position Report, a WAH
report can be made or updated separately at any time.
example: “Atlantic 442, Able Flight Level 360 at 1035, Request Flight Level
370 at 1145, Able Flight Level 390 at 1300”
ATC acknowledgement of a WAH report (and any included requests) is NOT a clearance to
change altitude.
Meteorological Reports
From among the aircraft intending to operate on the organised track system, OACs designate
those which will be required to report routine meteorological observations at, and midway
between, each prescribed reporting point. The designation is made by the OAC when issuing
the Oceanic Clearance using the phrase “SEND MET REPORTS“, and is normally made so
as to designate one aircraft per track at approximately hourly intervals. Pilots flying tracks
partly or wholly off the OTS should include routine Met observations with every prescribed
report. The midpoint observation should be recorded then transmitted at the next designated
reporting point.
When using HF communications, pilots should maintain a listening watch on the assigned
frequency, unless SELCAL is fitted, in which case they should ensure the following sequence
of actions:
1. Provision of the SELCAL code in the flight plan; (any subsequent change of
aircraft for a flight will require passing the new SELCAL information to the
OAC);
2. Checking the operation of the SELCAL equipment, at or prior to entry into
Oceanic airspace, with the appropriate radio station. (This SELCAL check
must be completed prior to commencing SELCAL watch); and
3. Maintenance thereafter of a SELCAL watch.
Radio stations are also responsible for the operation of GP/VHF outlets. It is important for the
pilot to appreciate that when using GP/VHF communications they are with a radio station and
not by direct contact with ATC. However Direct Controller/Pilot Communications (DCPC) can
be arranged if necessary on some GP/VHF frequencies.
Data link communications are gradually being introduced into the NAT environment for
position reporting. AIS publications of the NAT ATS Provider States should be consulted to
determine the extent of their implementation and any associated procedures.
HF Communications Failure
Each radio station continuously listens out on its appropriate family/families of NAT HF
frequencies. In the event of failure of HF communications every effort should be made by the
pilot to relay position reports through other aircraft. An air-to-air VHF frequency for the
Region has been agreed; when out of range of VHF ground stations on the same or adjacent
frequencies, 123.45 MHz may be used to relay position reports. If necessary initial contact for
such relays can be established on 121.5 MHz - although great care must be exercised should
this be necessary, as the frequency 121.5 MHz is monitored by all aircraft operating in the
NAT Region, in case it is being used by aircraft experiencing emergencies. Therefore in
order to minimise unnecessary use of 121.5 MHz, it is recommended that aircraft additionally
monitor 123.45 MHz when flying through NAT airspace.
General
If so equipped, the pilot of an aircraft experiencing a two way communications failure should
operate the SSR Transponder on identity Mode A Code 7600 and Mode C.
Due to the potential length of time in oceanic airspace, it is strongly recommended that a pilot
experiencing communications failure whilst still in domestic airspace does not enter the OCA
but adopts the procedure specified in the appropriate domestic AIP and lands at a suitable
airport. However, if the pilot elects to continue, then, to allow ATC to provide adequate
separation, one of the following procedures should be followed:
If cleared on the filed flight plan route, the pilot must proceed in accordance with the last
received and acknowledged Oceanic Clearance, including level and speed, to the last
specified oceanic route point (normally landfall) then continue on the filed flight plan route.
After passing the last specified oceanic route point, the flight should conform with the relevant
State procedures/regulations.
If cleared on other than the filed flight plan route, the pilot must proceed in accordance with
the last received and acknowledged Oceanic Clearance, including level and speed, to the last
specified oceanic route point (normally landfall). After passing this point, the pilot should
conform with the relevant State procedures/regulations, rejoining the filed flight plan route by
proceeding, via the published ATS route structure where possible, to the next significant point
contained in the filed flight plan.
Aircraft with a destination within the NAT Region should proceed to their clearance limit and
follow the ICAO standard procedure to commence descent from the appropriate designated
navigation aid serving the destination aerodrome at, or as close as possible to, the expected
approach time. Detailed procedures are promulgated in relevant State AIPs.
Unless otherwise directed by ATC, pilots of aircraft equipped with SSR transponders flying in
the NAT FIRs will operate transponders continuously in Mode A/C Code 2000, except that the
last assigned code will be retained for a period of 30 min after entry into NAT airspace. Pilots
should note that it is important to change from the last assigned domestic code to the Mode
A/C Code 2000 since the original domestic code may not be recognised by the subsequent
Domestic Radar Service on exit from the oceanic airspace.
This procedure does not affect the use of the special purpose codes (7500, 7600 and 7700) in
cases of:
¾ unlawful interference,
¾ radio failure,
¾ emergency.
Pilots should report all ACAS Resolution Advisories which occur in the NAT Region to the
controlling authority for the airspace involved.
Description of Terms
‘Mach Number Technique’ describes the technique where subsonic turbojet aircraft are
cleared by ATC to maintain an appropriate Mach Numbers for a portion of the en-route phase
of their flight.
Objective
The objective of the use of Mach Number Technique is to achieve improved utilisation of the
airspace on long route segments where ATC has no means other than position reports of
ensuring that the longitudinal separation between successive aircraft is not reduced below the
established minimum
The ATC clearance will include the assigned Mach Number to be maintained. Information on
the desired Mach Number is included in the flight plan for turbojet aircraft intending to fly in
NAT oceanic airspace. ATC uses Mach Number together with pilot position reports to
calculate estimated times for significant points along track. These times provide the basis for
longitudinal separation between aircraft and for co-ordination with adjacent ATC units.
Longitudinal separation between successive aircraft flying a particular track at the same flight
level is started from the oceanic entry point. Following aircraft on the same track can be
assigned different Mach Numbers. These are to ensure that prescribed separations are
assured throughout the oceanic crossing. Intervention by ATC is only necessary if an aircraft
is required to change its Mach Number due to conflicting traffic or to change its flight level.
After leaving oceanic airspace pilots must maintain their assigned Mach Number in domestic
controlled airspace until the appropriate ATC unit authorises a change.
General Procedures
The proper operation of a correctly functioning LRNS will ensure that the aircraft follows its
cleared track. ATC applies standard separations between cleared tracks and assures the
safe lateral separation of aircraft. Longitudinal separations between subsequent aircraft
following the same track and between aircraft on intersecting tracks are assessed in terms of
differences in ETAs/ATAs at common waypoints. Aircraft clock errors resulting in position
report time errors can lead to a shortening of longitudinal separation between aircraft. Prior to
entry into the NAT MNPS Airspace the time reference system to be used during the flight
must be accurately synchronised to UTC and that the calculation of waypoint ETAs and the
reporting of waypoint ATAs are referenced to this system. Pre-flight Procedures for any NAT
MNPS flight must include a UTC time check and resynchronisation of the aircraft master
clock. Lists of acceptable time sources for this purpose have been promulgated by NAT ATS
Provider States.
Navigation procedures must include the use of a master working document to be used on the
flight deck. This document may be based upon:
which lists sequentially the waypoints defining the route, the track and distance between each
waypoint, and other information relevant to navigation along the cleared track.
¾ Only one Master Document to be used on the flight deck. However, this does not
preclude other crewmembers maintaining a separate flight log.
¾ On INS equipped aircraft a waypoint numbering sequence should be established from
the outset of the flight and entered on the Master Document. The identical numbering
sequence should be used for storing waypoints in the navigation computers.
¾ For aircraft equipped with FMS databases, FMS generated or inserted waypoints
should be carefully compared to Master Document waypoints and cross checked by
both pilots.
¾ An appropriate symbology should be adopted to indicate the status of each waypoint
listed on the Master Document.
Any predicted satellite outages that affect the capability of GPS navigation may require that
the flight be cancelled, delayed or re-routed.
The purpose of this check is to ensure complete compatibility between the data in the Master
Document and the calculated output from the navigation systems. Typical actions could
include:
¾ Checking the distance from the ramp position to the first waypoint.
¾ Selecting track waypoint 1 to waypoint 2 and doing the following:
¾ checking accuracy of the indicated distance against that in the Master Document;
¾ checking, if possible, that the track displayed is the same in the Master Document
In Flight Procedures
Initial flight
During the initial part of the flight, ground navaids should be used to verify the performance of
the LRNSs.
Two flight crewmembers should listen to and record every ATC clearance. Any doubt should
be resolved by requesting clarification from ATC.
¾ Just prior to the waypoint, check the present position co-ordinates of each navigation
system against the cleared route in the Master Document, and
¾ Check the next two waypoints in each navigation system against the Master
Document.
¾ At the waypoint, check the distance to the next waypoint, confirm that the aircraft
turns in the correct direction and takes up a new heading and track appropriate to the
leg to the next waypoint.
¾ Before transmitting the position report to ATC, verify the waypoint co-ordinates
against the Master Document and those in the steering navigation system. When
feasible the position report “next” and “next plus 1” waypoint co-ordinates should be
read from the CDU of the navigation system coupled to the autopilot.
Approaching Landfall
When the aircraft is within range of land based navaids, and the crew is confident that these
navaids are providing reliable navigation information, consideration should be given to
updating the LRNSs.
Crews who decide to check or update their LRNSs by reference to VORs should remember
that in the Canadian Northern Domestic Airspace these may be oriented with reference to
true north, rather than magnetic north.
In areas of compass unreliability basic inertial navigation requires no special procedures but
most operators feel it is desirable to retain an independent heading reference in case of
system failure. (Where the magnetic field is less than 6 micro teslars)
General
Aircraft altimetry systems necessary for flying at RVSM levels must be capable of high-
performance standards.
Pre-Flight
If following a failure of an air data computer (ADC), both the Captain’s and Co-pilot’s altimeter
instruments are connected to a remaining single functional ADC, this arrangement does not
meet the RVSM MASPS requirement for two independent primary altimetry systems. Any
previously granted RVSM Approval is therefore invalidated until corrective action has been
taken.
A ‘W’ must be entered into Item 10 of the ICAO flight plan to indicate that the aircraft is
approved for flight at RVSM levels; the letter ‘X’ must still be included to show that the aircraft
satisfies MNPS lateral navigation performance requirements.
Pre-flight checks of the altimeters must be conducted and it is essential that all altitude
indications are within the tolerances specified in the aircraft operating manual.
Confirmation is necessary that aircraft serviceability still allows flight to be made in RVSM
airspace. An altimeter crosscheck should be carried out shortly before entering RVSM
airspace; at least two primary altimeters must agree within plus or minus 200 ft.
One automatic altitude-control system should be operative and engaged throughout the
cruise. This system should only be disengaged when it is necessary to
Equipment Failures
The following equipment failures must be reported to ATC as soon as practicable following
their identification:
The aircraft should then follow the appropriate procedure described in Chapter 28, “Special
Procedures for In-Flight Contingencies”, or as instructed by the controlling ATC unit.
Operational errors, particularly those in the vertical plane, can have a significant effect on risk
in the system. For their safety and the safety of other users, crews are reminded of the
importance of co-operating with the reporting OAC in the compilation of appropriate
documentation including the completion of an “Altitude Deviation Report Form”.
General
The navigation systems fitted to MNPS approved aircraft are generally very accurate and very
reliable and GNEs in NAT MNPS Airspace are rare.
For unrestricted operation in MNPS Airspace an approved aircraft must be equipped with a
minimum of two fully serviceable LRNSs. MNPS approved aircraft that have suffered any
equipment failures that result in only a single LRNS remaining serviceable may still be flight
planned and flown through the MNPS Airspace but only on specified routes established for
this purpose.
Crew training and consequent approval for MNPS operations should include instruction on
what actions are to be considered in the event of navigation system failures.
Detection of Failures
Normally, navigation installations include comparator and/or warning devices, but it is still
necessary for the crew to make frequent comparison checks. When an aircraft is fitted with
three independent systems, the identification of a defective system should be straightforward.
With only two systems on board, identifying the defective unit can be difficult. If such a
situation does arise in oceanic airspace any or all of the following actions should be
considered:
¾ The weather radar (range marks and relative bearing lines) to determine the
position relative to an identifiable landmark such as an island; or
¾ The ADF to obtain bearings from a suitable NDB,
¾ A VOR
¾ Contacting a nearby aircraft on VHF, and comparing information on spot wind, or
ground speed and drift.
¾ If such assistance is not available, and as a last resort, the flight plan wind speed and
direction for the current DR position of the aircraft, can be compared with that from
navigation system outputs.
If the GPS receiver displays an indication of a fault detection function outage (i.e. RAIM is not
available), navigation integrity must be provided by comparing the GPS position with the
position indicated by another LRNS sensor. If the only sensor for the approved LRNS is GPS,
then comparison should be made with a position computed by extrapolating the last verified
position with airspeed, heading and estimated winds. If the positions do not agree within 10
nm, the pilot should adopt navigation system failure procedures, until the exclusion function or
navigation integrity is regained, and should report degraded navigation capability to ATC.
Some aircraft carry triplex equipment (3 LRNSs) and hence if one system fails, even before
take off, the two basic requirements for MNPS Airspace operations may still be met and the
flight can proceed normally. The following guidance is offered for aircraft equipped with only
two operational LRNSs:
Once the aircraft has entered oceanic airspace, the pilot should normally continue to operate
the aircraft in accordance with the Oceanic Clearance already received, appreciating that the
reliability of the total navigation system has been significantly reduced.
When the flight continues in accordance with its original clearance (especially if the distance
ahead within MNPS Airspace is significant), the pilot should begin a careful monitoring
programme:
¾ To take special care in the operation of the remaining system bearing in mind that
routine methods of error checking are no longer available;
¾ To check the main and standby compass systems frequently against the
information which is still available;
¾ To check the performance record of the remaining equipment and if doubt arises
regarding its performance and/or reliability, the following procedures should be
considered:
This procedure also applies when the remaining system gives an indication of degradation of
performance, or neither system fails completely but the system indications diverge widely and
the defective system cannot be determined.
A characteristic of the navigation computer system is that the computer element might fail,
and thus deprive the aircraft of steering guidance and the indication of position relative to
cleared track, but the basic outputs of the IRS (LAT/LONG, Drift and Groundspeed) are left
unimpaired. A typical drill to minimise the effects of a total navigation computer system failure
is suggested below. It requires the carriage of a suitable plotting chart.
¾ Draw the cleared route on a chart and extract mean true tracks between
waypoints.
¾ Use the basic IRS/GPS outputs to adjust heading to maintain mean track and to
calculate ETAs.
¾ At intervals of not more than 15 minutes plot position (LAT/LONG) on the chart
and adjust heading to regain track.
Introduction
The following procedures are intended for guidance only. Although all possible contingencies
cannot be covered, they provide for such cases as:
They are applicable primarily when rapid descent, turn-back, or diversion to an alternate
aerodrome is required. The pilot's judgement will determine the specific sequence of actions
taken, having regard to the prevailing circumstances.
General Procedures
If an aircraft is unable to continue its flight in accordance with its ATC clearance, a revised
clearance should be obtained whenever possible, prior to initiating any action, using the radio
telephony distress (MAYDAY, MAYDAY, MAYDAY) signal or urgency (PAN PAN, PAN PAN,
PAN PAN) signal as appropriate.
If prior clearance cannot be obtained, an ATC clearance should be obtained at the earliest
possible time and, in the meantime, the aircraft should broadcast its position (including the
ATS Route designator or the Track Code as appropriate) and its intentions, at frequent
intervals on 121.5 MHz (with 123.45 MHz as a back-up frequency).
Until a revised clearance is obtained the specified NAT in-flight contingency procedures
should be carefully followed.
The aircraft should be flown at a flight level and/or on a track where other aircraft are least
likely to be encountered. Maximum use of aircraft lighting should be made and a good
lookout maintained. If TCAS is carried, the displayed information should be used to assist in
sighting proximate traffic.
Special Procedures
The general concept of these NAT in-flight contingency procedures is, whenever operationally
feasible, to offset from the assigned route by 30 nm and climb or descend to a level which
differs from those normally used by 500 ft if below FL410 or by 1000 ft if above FL410.
The aircraft should leave its assigned route or track by initially turning 90° to the right or left.
Factors which may affect the direction of turn are:
Subsequent Action
An aircraft that is able to maintain its assigned flight level should, once established on the
offset track:
An aircraft that is unable to maintain its assigned flight level should, whenever possible,
minimise its rate of descent while acquiring the 30 nm offset track; and for the subsequent
level flight, a flight level should be selected which differs from those normally used: by 1000 ft
if above FL410 or by 500 ft if below FL410.
If these contingency procedures are employed by a twin engine aircraft as a result of the
shutdown of a power unit or the failure of a primary aircraft system the pilot should advise
ATC as soon as practicable of the situation, reminding ATC of the type of aircraft involved and
requesting expeditious handling.
Wake Turbulence
Any pilot who encounters a wake turbulence incident when flying in NAT MNPS Airspace or
within an adjacent RVSM transition area should report it.
When flying within NAT MNPS Airspace (but not in adjacent domestic airspace RVSM
transition areas), if necessary, the pilot may offset from cleared track by up to a maximum of 2
nm (upwind) in order to alleviate the effects of wake turbulence. ATC should be advised of
this action and the aircraft should be returned to cleared track as soon as the situation allows.
In the event that a Traffic Advisory (TA) is issued, commencement of a visual search for the
threat aircraft should be carried out and preparation made to respond to a Resolution
Advisory (RA), if one should follow. In the event that an RA is issued, the required
manoeuvre should be initiated immediately. Note that manoeuvres should never be made in
a direction opposite to those required by the RA, and that RAs should be disregarded only
Chapter 30.
NAT
Introduction
MNPS Specifications
¾ The lateral track error of any aircraft will be less than 6.3 nm
¾ The mean altimetry error will not be more than 80 ft
Where an aircraft has a unique avionics system the altimetry system error must not be more
than 200 ft.
Flight Planning
Separation of Aircraft
Lateral Separation
¾ 3° at or south of 58°N
¾ 2° between 58°N and 70°N
¾ 1° at or North of 70°N
At or above 80°N where 1° of latitude is exceeded then the track spacing must be expressed
in nm.
Longitudinal Separation
¾ the aircraft concerned should have reported over a common point and
follow the same track
¾ Where aircraft have reported over a common point and the tracks diverge:
¾ If aircraft have not reported over a common point radar may be used to ensure
the correct separation.
If the leading aircraft is faster then the separation can be between 10 minutes to 5 minutes
using the following formulae:
For MNPS turbojet aircraft not covered by any of the above spacing the minimum separation
is 15 minutes.
The minimum longitudinal separation when turbo jet aircraft operate within the WATRS area
or west of 60°W are:
¾ the aircraft concerned should have reported over a common point and
follow the same track
¾ Where aircraft have reported over a common point and the tracks diverge:
¾ If aircraft have not reported over a common point radar may be used to ensure
the correct separation.
If the leading aircraft is faster then the separation can be between 10 minutes to 5 minutes
using the following formulae:
Radar may be used to ensure that the timing intervals are kept.
For turbojet aircraft not covered by the above the separation is 15 minutes.
¾ 15 minutes.
¾ 10 minutes if the lead aircraft is M 0.03 faster than the following aircraft and radar
can guarantee the separation
¾ 5 minutes if the lead aircraft is M 0.06 faster than the following aircraft and radar
can guarantee the separation
EUR
Where an aircraft can comply with 8.33 KHz spacing the letter Y is inserted in ITEM 10 of the
flight plan.
All aircraft operating above FL 245 in the EUR region have to be equipped with 8.33 KHz
spacing.
Separation of Aircraft
Longitudinal Separation
¾ The minimum distance between aircraft is 10 nm if SSR is being used and radar
overlap is at least 30 nm
¾ The distance can be reduced to 5 nm if the ATC units have electronic means of
effecting the transfer
As with NAT Mach Number control can be used in the EUR region. The following conditions
must be applied:
Wake Turbulence
Wake vortices, are present behind every aircraft in forward flight. They are most hazardous to
aircraft with a small wing span during the:
¾ Take-off
¾ Initial climb
¾ Final approach, and
¾ Landing phase.
The characteristics of the wake vortex system generated by an aircraft in flight are determined
initially by the aircraft's:
¾ Gross weight
¾ Wingspan
¾ Aircraft configuration, and
¾ Attitude.
The vortex system in the wake of an aircraft is made up of two counter-rotating cylindrical air
masses trailing behind the aircraft. The two vortices are separated by about three quarters of
the aircraft's wingspan.
In still air the vortices tend to drift slowly downwards and either
¾ Level off, usually not more than 1,000 ft below the flight path of the aircraft, or,
¾ Approaching the ground, move sideways from the track of the generating aircraft
at a height roughly equal to half the aircraft's wingspan.
Wake vortex generation begins when the nosewheel lifts off the runway on take-off and
continues until the nosewheel touches down on landing.
With the aircraft in a given configuration, the vortex strength decreases with increasing aircraft
speed; and for a given weight and speed the vortex strength is greatest when the aircraft is in
a clean configuration.
For a given weight and speed a helicopter will produce a stronger vortex than a fixed-wing
aircraft.
The area up to 1000 ft below and behind a large aircraft should be avoided.
Category Weight
Heavy (H) > 136 000 Kg
Medium (M) 7000 – 136 000 Kg
Light (L) 7000 Kg or less
The wake turbulence group of an aircraft should be indicated on the flight plan (Item 9) as H,
M or L according to the ICAO specification.
Leading Aircraft Following Aircraft Minimum Spacing at the Time Aircraft are
Airborne
Heavy Medium or light Departing from the 2 minutes
Medium Light same position 2 minutes
Heavy Medium or light Departing from an 3 minutes
Medium Light intermediate point on 3 minutes
the same runway
A spacing of 2 minutes between a Medium or Light aircraft and a Heavy aircraft, and between
a Medium aircraft and a Light aircraft whenever the heavier aircraft is making a low or missed
approach and the lighter aircraft is:
When parallel runways separated by less than 760 metres are in use these runways are
considered to be a single runway.
Windshear
Windshear can be described as a change in wind direction and/or speed in either a vertical or
horizontal sense. A simple definition is given by the UK CAA in a still valid AIC.
Definition Variations in vector wind along the aircraft flight path of a pattern,
intensity and duration to displace an aircraft abruptly from its intended path such that
substantial control action is required.
Low altitude windshear affects the take-off and landing and can be split into 3 motions
A windshear encounter can affect large aircraft suddenly by displacing them beyond the
pilot’s powers of recovery.
Meteorological Features
¾ Passage of a front,
¾ A marked temperature inversion,
¾ A low-level wind maximum
¾ A turbulent boundary layer.
Topography or buildings can make the situation worse when there is a strong wind.
This chapter describes the wind flows in and around the thunderstorm which cause the most
severe windshears. The shears and draughts associated with the thunderstorm can affect an
aircraft from any angle. This makes assessment of angle of attack and the onset of the stall
difficult to predict:
Gust Front The Gust Front is a well defined area of cold air flowing out from a
downdraught in all directions. This Gust Front leads the storm along its line of
movement. The Gust Front will affect the area
The area will be subject to turbulence and possibly vertical shear because of the
outflowing cold air undercutting inflowing warm air.
If the leading edge has no associated precipitation the weather radar will not detect
the Gust Front. With some Gust Fronts there is a roll cloud effect which may be
associated with the onset of precipitation.
The Microbursts is either “wet or dry”. The dry microburst has no associated
precipitation which makes detection difficult. The wet microburst is associated with
the precipitation that falls below a cumulonimbus cloud.
Frontal Passage
Sharp changes in wind direction as the front passes will indicate the possibility of windshear,
signs to look for are:
Inversions
¾ A low level jet forms in association with a strong radiation inversion. These
normally develop at night under clear skies.
¾ Low level inversions may develop where a strong upper flow is above a calm flow
next to the surface. Windshear can be experienced across the boundary.
¾ Strong surface winds are associated with large gusts and lulls causing horizontal
windshear
¾ Solar heating of the ground causes up and downdraughts.
Topographical windshears
Natural or man made features affect the wind flow and can cause windshear. The direction of
flow and wind speed determine the severity of the windshear, Mountain Waves being the best
example.
In windshear the magnitude of the change of wind vector and the rate at which it happens
determine the severity.
Windshear implies a narrow borderline and the 20 kt of wind speed may well be lost over a
small vertical distance.
30 kt
IAS 130 kt
Groundspeed 100 kt 10 kt
IAS 110 kt
Groundspeed 100 kt
In the diagram when passing through the shear line, the loss of airspeed will be sudden. The
inertia of the aircraft will keep it at its original ground speed of 100 kt and power is needed to
accelerate the aircraft back to its original air speed. This will take time and there will be
sinking as lift has been lost. The headwind was a form of energy and when it dropped 20 kt
an equivalent amount of energy loss occurred.
Shear Line
30 kt
10 kt
The opposite effect happens when taking off. Assume a climb with a 10 kt headwind which
changes to a 30 kt headwind. The target climbing speed is 120 kt. The effect of a sudden
transition to a 20 kt increase of headwind increases the lAS by the same amount until the
momentum of the ground speed is lost. Lift will be added and the aircraft will climb more
rapidly.
IAS Effect
Headwind Increase Increase Climb
Headwind Decrease Decrease Descent
Tailwind Increase Decrease Descent
Tailwind Decrease Increase Climb
There is no international agreement for grading windshear. The worst case scenario must
always be planned for.
If thunderstorms are forecast at the planned destination then windshear can be expected and
a few thoughts and actions should come into place.
Increase the airspeed on the approach. Rule of thumb guidance include adding half the
headwind component of the reported surface wind to VAT, or, half the mean wind speed plus
half the gust factor, in each case up to a maximum of 20 kt.
Where a sudden increase in airspeed occurs the normal reaction to the rise above the
glidepath is to reduce power to regain the glidepath. The pilot must be alert to the need to
increase power in good time to avoid dropping below the glidepath.
In the later stages of an approach windshear can be much more hazardous. A drop in the
wind speed might bring about a very sudden drop in airspeed with an increase in the rate of
descent. A rapid and positive increase in power is needed.
Vital Actions to counter loss of airspeed caused by windshear near the ground:
The effect of a microburst is described earlier and the technique for dealing with it is as
follows:
¾ An initial rise in airspeed and rise above the approach path will occur.
When there is an indefinite risk of windshear, it may be possible to use a longer runway, or
one that points away from an area of potential threat. Rotating at a slightly higher speed may
be possible. The high power setting and high pitch angle after rotation put the aircraft an
optimum configuration should a microburst strike. In both approach and take-off cases.
¾ Meteorological warning;
¾ ATS warning;
¾ Pilot warning;
¾ On board pre-encounter warning;
¾ On board encounter warning and/or guidance.